Having bid a fond “see ya around” to Palms, we turn our eyes to observing Glendale and getting to know this part of the LA region better. An outcome of LA’s legendary traffic and underpowered transit is that it can be punishing to try to experience parts of the region far from where you live. The Valley isn’t that far from the Westside, but the 405 makes it seem far. That problem certainly applies to travel between Palms (the Westside) and the Burbank-Glendale-Pasadena area, which stands out even among the many difficult trips in the region.
For readers outside Los Angeles and not familiar with its confusing municipal boundaries, we should perhaps first explain where Glendale is located. Glendale is a separate incorporated city, not part of the City of Los Angeles. Downtown Glendale is about 8-9 miles due north of downtown Los Angeles, though the city’s northern reaches extend over 15 miles from downtown LA. Glendale borders the cities of Burbank, Pasadena, and La Canada-Flintridge, along with an unincorporated neighborhood of LA County known as La Crescenta-Montrose. Glendale also shares two borders with the City of LA – Sunland-Tujunga to the northwest, and Atwater Village, Glassell Park, and Eagle Rock to the south. Lastly, Glendale’s northern limits extend up to the Angeles National Forest in the San Gabriel Mountains. The Verdugo Mountains separate downtown and the southern part of the city from the northern part, located in the Crescenta Valley, a narrow valley between the Verdugos and the San Gabriels.
An unconventional way to define Glendale might be as the valley of the Verdugo Wash. This is a short tributary of the LA River that joins the river near where it takes a sharp right turn from running west to east through the SF Valley and heads south to downtown LA. Like the LA River, it is fully contained in a concrete flood control channel. The Verdugo Wash runs east to the north of downtown Glendale, then gradually turns northeast, north, and northwest as it wraps around the mountains of the same name into the Crescenta Valley. Everything south of the 134 – all of downtown Glendale and many residential areas – actually drains away from the Verdugo Wash, but topography makes one suspect that this area is sort of an alluvial fan deposited by the stream. There might be potential for improvements to the Verdugo Wash like those proposed for the LA River.
The primary freeways serving Glendale are the 5, the 2, and the 134, which roughly form an upside down triangle around downtown Glendale. Despite serving Glendale, these portions of the 5 and the 2 are almost entirely in Los Angeles. North of the 134, the 2 continues north through the more mountainous portions of the city, ending at the 210, which serves the Crescenta Valley.
Traffic on the 5 is perhaps not quite as bad as the 10 and the 405 on the Westside, but it’s bad enough. Since the 5 runs the full length of the Golden State, it seems to have a larger volume of background traffic, and a notably higher amount of truck traffic – even if your carpool, like mine, leaves at 5 am. Truck traffic is probably increased by the gap in the 710, which eliminates a potential route around downtown LA between the ports and destinations to the north.
The 134, together with the 101 in the Valley and the 210 east of Pasadena, forms a long, continuous east-west freeway stretching from Ventura to San Bernardino, another heavily used corridor in a region with no shortage of well-used freeways. While the 101 and the 134 in the Valley and the 210 east of Pasadena get heavily congested during peak periods, the 134 between Glendale and Pasadena seems to escape the worst traffic. Astute eyes will note that the short Colorado Street freeway, connecting the 5 to San Fernando Rd and Colorado St in Glendale, looks like an abandoned attempt at routing the 134 through the heart of downtown Glendale. In fact, Caltrans’ small white bridge identifying signs still mark these structures as being located on the 134, so there’s potentially a companion post to Walk Eagle Rock’s post on the 134 being rerouted to avoid downtown Eagle Rock. The selected route for the 134 is not only better for downtown Glendale, but much better for a freeway network than the puzzling location of the Colorado St freeway’s end at Griffith Park.
The 2 is perhaps best known for the portion of the freeway that wasn’t built – the portion from the existing end in Echo Park to the west, through Hollywood, Beverly Hills, and Century City to the Westside. This leaves the extant part in Northeast LA and Glendale as one of the more lightly used parts of LA’s network, though congestion on connecting freeways like the 5 can turn parts of it into a giant queue. It’s also the reason it’s hard to get to the Westside from Glendale in the absence of good transit options.
Ok, enough about freeways, let’s get on to the things that will really interest readers here: transit. At first glance, your LA Metro map makes things look pretty good.
However, what we have here is a classic case of wide coverage with relatively poor frequency. Here’s a look at some important routes serving Glendale.
Routes 90 & 91 serve Glendale Ave, which runs to the east side of downtown and the Crescenta Valley. Route 92 serves Brand Blvd, which is Glendale’s main commercial street. Route 94 & Rapid 794 form a very long route from downtown LA to the independent City of San Fernando, near the northern end of the eponymous Valley. This serves only the western edges of Glendale, but it’s the closest route to me. Finally, Routes 180 & 181, & Rapid 780, serve east-west travel between Pasadena, Glendale, & Hollywood.
Evening and late night headways fall off pretty quickly, making it tough to depend on these routes if you want to do anything other than work your 8 to 5. The two Rapid routes, 780 & 794, don’t run at all late nights or on weekends. Rapid 780 runs with good peak frequencies, and because it’s through-routed as the Rapid for both Routes 180/181 and Route 217 (Fairfax), it sort of functions as the transit route doing what the 2 freeway was supposed to do. (Don’t bother with Route 201, which only runs hourly.) Therefore, when Rapid 780 isn’t running, riders face an additional transfer between Routes 180/191 and Route 217. On top of that; there are the usual reliability issues; on a recent weekday morning my Next Trip app promised 794 service in 42 minutes and 57 minutes. You can sort of see why the BRU complains about this when rail riders get 10-12 minute headways all day, every day.
On the rail side, Metrolink offers a Glendale station at the very southern edge of the city, adjacent to Atwater Village. Frequencies during peak periods are pretty good – there are 30 trains per day – but service ends early, going to hourly or worse at about 6:30pm and ending altogether at 9:30pm. The worst feature of Metrolink is the absurd pricing; a one way ticket from Glendale to Downtown LA is $5.50 to travel a distance of 6 miles, a distance you can double or triple on Metro rail lines for $1.75.
The upside of all of this is that there’s a lot of low-hanging fruit for transit improvements in the area – things that don’t involve, say, building an expensive underperforming light rail line to bridge the gap in the 710 freeway.
As a first take, transit improvements should include improving frequency and spans of service. Options to improve reliability, such as bus lanes and signal priority, should also be explored. On the rail side, Measure R2 plans should explore upgrading these Metrolink Lines to rapid transit frequencies, though that should probably be contingent on upzoning some of the land near the rail corridors.
Speaking of development, let’s talk a little bit about the built environment in Glendale. As mentioned before, Brand Blvd serves as the heart of downtown, with Glendale’s small skyscraper district (five buildings of 20+ stories, six more of 15-19 stories, almost all outcomes of the late 80s boom) centered on Brand and the 134 freeway. Downtown Glendale has been undergoing a residential and mixed-use mini-boom, with Americana at Brand being the best known development. Since there are many projects in progress or recently completed, it’s probably worth doing two separate posts, one on the commercial projects built in the 1980s and early 1990s, one on the ongoing residential projects. Some people deride Glendale as boring, but having spent a couple evenings on Brand Blvd, I’m willing to say they either don’t know what they’re talking about or are using “boring” as code for “full of retail establishments but not the kind that I like”.
Outside of downtown, there are residential neighborhoods that are actually somewhat similar to, well, to Palms. The residential density of the Census tract I moved to is only a little bit lower than that of the tract I moved from. The biggest difference is that the percentage of single-family residences (SFRs) in my new neighborhood is higher than in Palms, where you might miss the remaining SFRs if you didn’t know where to look. The apartment building stock in Glendale also appears to be newer, with few dingbats and more apartments dating to the 1980s boom, something supported by a casual look at Property Shark. Nevertheless, I’ve done the math, and my apartment building’s 9 units on a 50’x150’ lot are exactly classic R3 dingbat density. When I walk around, though, none of the remaining SFRs are being replaced by apartments, and at first glance the zoning appears to make even existing apartments non-conforming. I’m sure there’s a fascinating story behind that, one we’ll no doubt have to explore in more detail in a future post. . .