1994 SFV Transit Restructuring:
Routes 161 and 422 Connection Analysis

The 1994 San Fernando Valley bus network restructuring — one of several service redesign efforts that followed the 1975 RTD Grid Service restructuring — included an analysis of connection points between north-south and east-west bus corridors. This page documents the Route 161 (Reseda Blvd) / Route 422 (Sherman Way) connection study, the alternatives considered, and the service pattern that resulted.

Background: The 1994 SFV Restructuring

Following the opening of the Metro Red Line's initial segment in 1993 and the anticipation of subsequent extensions, LACMTA undertook a comprehensive review of San Fernando Valley bus service to align the bus network with the emerging rail system. The goal was to redesign bus routes to function as feeders to rail stations rather than as parallel services competing with rail for downtown-bound trips.

This type of restructuring — sometimes called a "bus-rail integration" redesign — involved difficult tradeoffs between maintaining existing coverage for current riders and reconfiguring service to maximize transfers to the rail system. The Route 161 / Route 422 connection study was one component of this broader analysis.

The Route 161 / Route 422 Intersection

Route 161 was a north-south bus route operating along Reseda Boulevard, connecting the northern Valley (north of Nordhoff) to the G Line corridor (at Sherman Way) and beyond to Ventura Boulevard and the southern Valley. Route 422 operated on Sherman Way, a primary east-west arterial in the central Valley, connecting Warner Center in the west to Van Nuys and points east.

The intersection of Reseda Blvd and Sherman Way was a significant transfer node: Route 161 passengers traveling south toward the RTD/Metro connections, and Route 422 passengers traveling east toward Van Nuys or west toward Canoga Park, had to transfer at this location. The 1994 study analyzed the efficiency of this transfer — wait times, physical transfer conditions, and the feasibility of restructuring either route to reduce the transfer burden.

Alternatives Considered

The study evaluated three main alternatives for the 161/422 connection:

1. Status quo (retain separate routes): Maintain Route 161 on Reseda Blvd and Route 422 on Sherman Way as separate routes with a timed transfer at the Reseda/Sherman Way intersection. Advantage: simplicity and low cost. Disadvantage: transfer penalty discourages through-travel.
2. Route extension: Extend Route 161 south along Sherman Way from Reseda to Van Nuys Blvd, creating a longer one-seat route that served both the Reseda Blvd and Sherman Way corridors. Advantage: eliminates one transfer for through riders. Disadvantage: longer route cycles, reduced reliability.
3. Timed transfer hub: Redesign the Reseda/Sherman Way intersection as a designated timed transfer hub, with coordinated scheduling between Route 161 and Route 422 to minimize wait times. Advantage: preserves route integrity while reducing transfer penalty. Disadvantage: requires precise schedule adherence.

Findings and Recommendation

The 1994 analysis found that the timed transfer hub approach was the most cost-effective option given the existing operating constraints. A full route extension would have required additional buses and operator hours that were not available in the restructuring budget. The timed transfer approach was recommended, with the suggestion that stop improvements (shelter, real-time information) be made at the Reseda/Sherman Way transfer location to improve the rider experience.

The broader lesson from the 1994 restructuring was that the 1975 RTD Grid's arterial design created inherent transfer points at every major arterial intersection — and that the success of the grid depended heavily on the frequency of service at those intersections. When headways are 10 minutes or less on both the north-south and east-west routes, transfers are nearly painless. When headways stretch to 20 or 30 minutes, the same transfer node becomes a significant deterrent to transit use.

The full context of the 1975 RTD Grid and its influence on subsequent service design is documented in the RTD Grid Service history. For information about the author's background in Valley transit analysis, see the biography page.