G Line (Los Angeles Metro)

The G Line (formerly the Orange Line) is a bus rapid transit line in Los Angeles, California, operated by the Los Angeles County Metropolitan Transportation Authority (Metro). It operates between Template:Stn and Template:Stn stations in the San Fernando Valley. The Template:Convert G Line uses a dedicated, exclusive right of way for the entirety of its route with 17 stations located at approximately Template:Convert intervals; fares are paid via TAP cards at vending machines on station platforms before boarding to improve performance. It is one of the two lines in the Los Angeles Metro Busway system and the only one not to serve Downtown Los Angeles but is also the only line to be entirely in the City of Los Angeles.

The line, which opened on October 29, 2005, follows part of the Southern Pacific Transportation Company's former Burbank Branch Line, which provided passenger rail service from 1904 to 1920; it was subsequently used by Pacific Electric streetcars from 1911 to 1952. At North Hollywood station, the G Line connects with the B Line subway, which offers service to again Downtown Los Angeles via Hollywood. The G Line Bikeway runs alongside part of the route.

In 2020, the line was renamed from Orange Line to the G Line while retaining the color orange in its square icon as part of a complete renaming of lines by Metro.

Service description

Because of its many differences from standard bus service, Metro has branded the G Line as part of the region's network of light and heavy rail lines, and it appears on the same system map as the rail lines. The buses are painted in the silver-and-gray color scheme of Metro Rail vehicles. The G Line is rarely referred to by its line number (901), but it sometimes appears on documents and destination signage.

The G Line's icon color, and former Orange Line name, were inspired by the many citrus trees that once blanketed the San Fernando Valley. In the planning stages, the G Line was known as the San Fernando Valley East-West Transitway and later the Metro Rapidway.

Operation

G Line buses operate 24 hours a day. At peak hours (between 6 am and 7 pm eastbound, 5 am and 6 pm westbound), every other bus is a short turn, only operating between North Hollywood and Canoga station.

Station list

File:Oxnard & Van Nuys G Line Detour.jpg

During construction at Van Nuys station, the G Line stops at the local bus stops at Oxnard & Van Nuys.

The following is the complete list of stations, from west to east. Each station is located within the city limits of Los Angeles.

Stations	Date Opened	Neighborhood	Major connections and notes
Template:LAMs	June 30, 2012	Chatsworth	Template:Rint Template:Lnl Template:Rint Template:Rcb Park and ride: 609 spaces
Template:Stl
Template:Stl		Canoga Park
Template:Stl			Park and ride: 207 spaces
Template:LAMs	December 27, 2006		Park and ride: 246 spaces
Template:LAMs	October 29, 2005	Winnetka
Template:LAMs			Park and ride: 392 spaces
Template:LAMs		Tarzana
Template:LAMs			Park and ride: 442 spaces
Template:LAMs		Lake Balboa	Park and ride: 273 spaces
Template:LAMs		Van Nuys
Template:LAMs			Park and ride: 260 spaces Template:LACMTA link logo Future connection to Sepulveda Transit Corridor
Template:LAMs			Station closed until 2027 for construction, temporary street stop on Oxnard St Template:LACMTA link logo Future connection to East San Fernando Valley Light Rail Transit Project (2031)
Template:Stl		Valley Glen
Template:LAMs
Template:Stl		Valley Village
Template:LAMs		North Hollywood	Template:LACMTA icon Park and ride: 1,085 spaces

Ridership

Annual ridership

Year	Ridership	%±	<timeline> ImageSize = width:auto height:250 barincrement:30 PlotArea = left:30 bottom:15 top:11 right:15 AlignBars = justify Period = from:0 till:10 TimeAxis = orientation:vertical Colors = id:gray value:gray(0.5) id:line1 value:gray(0.9) id:line2 value:gray(0.7) ScaleMajor = start:0 increment:1 gridcolor:line2 ScaleMinor = start:0 increment:1 gridcolor:line1 PlotData= color:orange width:22 bar:2009 from:start till:6.825390 bar:2010 from:start till:7.087074 bar:2011 from:start till:7.522082 bar:2012 from:start till:8.528167 bar:2013 from:start till:9.164407 bar:2014 from:start till:8.742210 bar:2015 from:start till:8.422122 bar:2016 from:start till:7.754858 bar:2017 from:start till:7.373450 bar:2018 from:start till:7.008626 bar:2019 from:start till:6.714108 bar:2020 from:start till:3.523695 bar:2021 from:start till:3.358303 bar:2022 from:start till:4.162794 bar:2023 from:start till:4.406310 bar:2024 from:start till:4.433252 </timeline>
2009	6,825,390	—
2010	7,087,074	Template:Change
2011	7,522,082	Template:Change
2012	8,528,167	Template:Change
2013	9,164,407	Template:Change
2014	8,742,210	Template:Change
2015	8,422,122	Template:Change
2016	7,754,858	Template:Change
2017	7,373,450	Template:Change
2018	7,008,626	Template:Change
2019	6,714,108	Template:Change
2020	3,523,695	Template:Change
2021	3,358,303	Template:Change
2022	4,162,794	Template:Change
2023	4,406,310	Template:Change
2024	4,433,252	Template:Change
Source: Metro

History

The majority of the G Line is built on part of the former Southern Pacific Railroad Burbank Branch, part of which saw Pacific Electric Red Car service (see San Fernando Line and Owensmouth Line); passenger service on this segment ended in 1952, but the right of way remained undeveloped and was acquired by Metro in 1991. As the Metro Rail system was being designed in the 1990s, initial plans were to build an extension of the Metro Red Line there, since the purchased right-of-way's eastern terminus was at the site of the planned North Hollywood station. However, political developments stymied these plans: community objections to surface transit along the route resulted in a 1991 law mandating that any line along the route be built as a deep-bore tunnel, but a 1998 ballot measure driven by perceptions of mismanagement banned the use of county sales tax to fund subway tunneling. Prevented from using the route for rail, Metro proceeded to create its first bus rapid transit line along the corridor, and despite further lawsuits from area residents, the line opened on October 29, 2005, at a final cost of Template:US$ or Template:US$ per mile (US$Template:Format price and US$Template:Format price in Template:Inflation year adjusted for inflation).

Then-County Supervisor Zev Yaroslavsky said they initially mirrored the busway concept based on a similar transit system he, then-Mayor Richard Riordan, and other elected officials toured in Curitiba, Brazil.

On June 23, 2009 construction began on a Template:Convert extension from Canoga northward along the Southern Pacific trackbed to the Metrolink station in Chatsworth. Metro's board approved the plan on September 28, 2006, and it was completed in 2012 at a cost of Template:US$ (US$Template:Format price in Template:Inflation year adjusted for inflation). This created two branches at the western end of the line beyond Canoga station; the older branch proceeded outside the busway on city streets to Warner Center. In 2018, this branch was eliminated and replaced with a frequent service local shuttle, leaving the entirety of the Orange Line on the dedicated right-of-way.

Proposed developments

Grade separation and crossing gates

File:Burank-Fulton intersection.jpg

Bus at an unprotected level crossing at Burbank Boulevard and Fulton Avenue

In the first year that the busway was open, there were ten injury collisions between vehicles and buses, which were heavily covered in the media. Metro noted that the buses had about the same accident rate as other bus lines in the city on a per-mile basis, and has stated that the line's accident rate is "less than half" of Metro's entire fleet of buses. They also pointed out that the A Line also had a significant number of collisions in its early years.

Under pressure, Metro ordered buses to slow from Template:Convert to Template:Cvt at intersections. Starting in December 2005, red light cameras were installed at most intersections.

File:Aerial Van Nuys station rendering.jpg

A rendering of the future elevated Van Nuys station

As part of the LA Metro system enhancements approved by voters in 2016 with Measure M, Metro is implementing several major upgrades to the G Line. These include railroad-style four-quadrant crossing gates with traffic signal preemption at all at-grade intersections between North Hollywood station and just east of Van Nuys station, a new elevated Van Nuys station, and bridges over Van Nuys Boulevard, Vesper Street, and Sepulveda Boulevard. Improved traffic signal priority will also be introduced at all other intersections. All work is being designed to accommodate the future conversion of the busway to light rail.

These upgrades aim to reduce the time G Line buses spend waiting at red lights, allow buses to pass through intersections at higher speeds, and cut end-to-end travel time along the route by 29%. The total estimated cost of the project is $283 million.

File:G Line pedestrian crossing with railroad signals.jpg

Prototype crossing with red lights, gates and "Busway Crossing" crossbucks, the very first in the United States

To prepare for the project, Metro built a prototype railroad-style crossing gate system at the Hayvenhurst Avenue pedestrian crossing, the first of its kind on a busway in the United States. The installation was completed in February 2022.

Pre-construction work began with the Los Angeles Department of Water and Power burying aerial power lines at the busway intersection with Sepulveda Boulevard.

As part of construction, Van Nuys station has been closed since February 21, 2025, to allow for the construction of the elevated station and bridges. During this closure, G Line buses are detoured off the busway and onto Oxnard Street between Sepulveda and Woodman stations, with a temporary stop at Oxnard Street and Van Nuys Boulevard. The detour and station closure are expected to remain in effect until December 2027, when the elevated station, bridges, and all intersection priority improvements are scheduled for completion.

Capacity enhancements

There is concern that the G Line will reach its engineered capacity and has already exceeded its designed capacity during peak periods.

One way to increase capacity is by platooning, running convoys of two or more buses together, similar to how rail systems operate with multiple cars per train.

Another option is using longer vehicles to expand the capacity on each bus. In 2007, Metro purchased a prototype Template:Convert bus, but no additional units were ever ordered. In 2015, California passed a bill permitting Template:Convert bi-articulated buses to operate on the G Line busway, surpassing the length of the current allowing Template:Convert articulated buses. However, Metro has yet to implement this option.

Conversion to light rail

In April 2015, a report prepared for Metro estimated that conversion of the G Line to light rail would take two to three years and cost between Template:US$. This price would include both upgraded infrastructure and the purchase of rail vehicles. The report noted that if not upgraded in some way shortly, the G Line would soon reach capacity at rush hours. Full conversion to light rail is planned to take place by 2050. Different braking distances of LRT vs. BRT might be an essential concern of safety tests.

Incidents

On October 27, 2005, two days before the line's official opening, a motorist driving with a suspended license ran a red light and collided with an eastbound bus at Vesper Avenue. There were no injuries.

In November 2005, there were two collision-caused injuries. In the first, a fare inspector on the bus was taken to a hospital for minor injuries after a 65-year-old female driver made an illegal right turn against a red light and struck an Orange Line bus near the crossing at Corbin Avenue in Reseda. In the second, one person was seriously injured and 14 others hospitalized after an elderly motorist ran a red light while using a mobile phone. After the second collision, Metro instructed all buses to slow down at intersections and installed white strobe lights on the sides of the buses to improve visibility. They said they would review any and all ideas to improve safety on the line.

In October 2006, a delivery truck hit the side of a bus. One person was seriously injured, and 16 received minor injuries.

Fleet

File:G Line bus charging at North Hollywood station.jpg

G Line bus using on-route charger at North Hollywood station

The G Line has a dedicated fleet of Template:Convert articulated buses that each have 57 seats—about 50% more than Template:Convert non-articulated buses—and have three doors (versus two on non-articulated buses). The G Line uses a proof-of-payment system whereby fares are paid before boarding. The G Line fleet is stored and maintained at Metro's Division 8 depot in Chatsworth, which has direct access to the busway.

Prior to 2021, the former G Line fleet used NABI 60-BRT buses which ran on compressed natural gas (CNG). In 2021, all NABI 60-BRT buses were replaced with 40 New Flyer Xcelsior XE60 battery electric articulated buses. Additional features of the battery electric buses include dual air conditioning units, two additional hub-mounted motors on the middle axle, an active suspension system, USB charging ports at each seat, and public Wi-Fi. They also lack the large cooling fans of the CNG buses, which makes them quieter.

Each battery-electric bus has a battery capacity of 320 kW-hr, which provides a range of about Template:Convert. There are ten 150 kW slow chargers at the bus depot, as well as 450 and 600 kW on-route rapid chargers at the Canoga, Chatsworth, and North Hollywood stations. The on-route chargers, which are manufactured by Siemens to the SAE J3105-1 standard, add about Template:Convert of range from a seven to ten-minute charge. Both types of chargers have overhead pantographs that connect to roof-mounted contacts on the buses. The depot chargers use a one-to-many scheme, whereby 150 kW from a single charger is distributed to multiple overhead pantographs. The electrification project cost Template:US$, including the buses (Template:US$ each), charging equipment, and infrastructure improvements.

Bike path

File:Orange Line Bikeway 2022-08d.jpg

Bike path near Sepulveda station

The G Line Bikeway is an active transportation bicycle path that shares the right-of-way with the G Line busway.

The Bikeway ran alongside Van Nuys station before its closure on February 21, 2025, and 1.36 miles (2.19km) of the Bikeway between Sepulveda Boulevard and Tyrone Avenue were closed along with the station. The Bikeway is planned to be rebuilt along with the construction of the viaduct, but final design has not been finalized or published. During Phase A of construction, the Bikeway detour begins at Sepulveda station, follows Erwin Avenue, Delano Street, and Calvert Street with small north-south sections on Noble and Sylmar Avenues. During Phase B, the detour will become smaller, allowing bike riders to reconnect to the Bikeway at Kester Avenue. The new Van Nuys station will be built on a viaduct, and the closed section of the Bikeway is planned to open completely in December 2027.

See also

• List of Los Angeles Metro Busway stations
• List of Los Angeles bike paths

External links

• G Line page at LA Metro
• LA Metro: Orange Line Extension – Template:Convert extension under construction from Canoga Station north to Chatsworth Metrolink Station (2012).
• Template:Usurped
• Light Rail Now: "A Bus by Any Other Name Is Still ... a Train ? " – by The Light Rail Now project.
• Biking the Orange Line