Name: 為什麼洛杉磯的火車比開車時間長 4 倍 | WSJ Pro Perfected (Why L.A.’s Trains Can Take 4x Longer Than Driving | WSJ Pro Perfected)
Uploaded: 2025-06-10T22:49:52.000Z
Duration: 7 min 56 s

情態副詞

All the crisscrossing solid green lines on this map show LA's transit system essentially at its peak.

地圖上所有縱橫交錯的綠色實線顯示了洛杉磯交通系統的巔峰時期。

Los Angeles used to have one of the best mass transit systems in the entire country.

洛杉磯曾經擁有全美最好的公共交通系統之一。

但今天，它的地鐵看起來是這樣的。

If you're trying to get from Santa Monica to Universal City, which is actually as the crow flies not that far, by public transport you have to take the E line all the way into downtown and connect to the B line.

如果您想從聖莫尼卡前往環球城（其實從烏鴉飛過的距離來看並不算遠），您必須乘坐公共交通工具 E 線一直到達市中心，然後再轉乘 B 線。

The route would take about an hour and 45 minutes.

這條路線大約需要 1 小時 45 分鐘。

Driving in traffic could take about an hour, but...

在交通堵塞的情況下開車可能需要大約一個小時，但...

It's probably going to take you about 25 minutes if there's no traffic.

如果不堵車，大概需要 25 分鐘。

This means riding the metro can take up to four times longer than driving.

這意味著乘坐地鐵所需的時間可能是開車的四倍。

So we asked the former chief innovation officer at LA Metro how he would take the city's transit system to a new prime.

是以，我們問這位洛杉磯地鐵公司的前首席創新官，他將如何把這座城市的交通系統推向新的高峰。

The metro rail system has six lines, 107 stations and 109 miles of service across the county.

地鐵系統有 6 條線路、107 個車站，全縣服務里程達 109 英里。

But most of those lines end here in downtown LA.

但這些線路的終點大多在洛杉磯市中心。

It's what New York City's system looks like too, with most MTA and commuter lines connecting or ending in Manhattan.

紐約市的交通系統也是如此，大多數 MTA 和通勤線路都以曼哈頓為起點或終點。

A monocentric design, which is typical in the United States, is intended to carry people from either the suburbs or from the outer reaches of the city into the center city and then back again.

單中心設計是美國的典型設計，其目的是將人們從郊區或城市外圍運送到中心城區，然後再返回。

But Manhattan has two things downtown LA doesn't quite have.

但曼哈頓有兩樣東西是洛杉磯市中心所不具備的。

There are over 70,000 people per square mile in Manhattan.

曼哈頓每平方英里有 7 萬多人。

而洛杉磯市中心只有一小部分。

You do see some density along the subway corridor, but even there, it's much lower than the densities along the New York subway corridor, especially in Manhattan.

地鐵走廊沿線確實有一些密度，但即使在那裡，也比紐約地鐵走廊沿線的密度低得多，尤其是在曼哈頓。

And while Manhattan has 53% of jobs in a city of over 8 million people, downtown LA has just 7% of jobs in the county of nearly 10 million.

在擁有 800 多萬人口的城市中，曼哈頓的就業崗位佔 53%，而在擁有近 1000 萬人口的縣城中，洛杉磯市中心的就業崗位僅佔 7%。

Downtown accounts for a very small percentage of employment in the region.

市中心的就業人數在該地區所佔比例很小。

當然是相對於其他大城市而言。

So as long as you have a transit system that's primarily oriented to getting people into and out of downtown, it's going to struggle in a place like Los Angeles to really carry substantial numbers of people.

是以，只要你的交通系統主要是為了讓人們進出市中心，那麼在洛杉磯這樣的地方，它就很難真正承載大量的人流。

But the problem isn't just that the system is centered on downtown, it's that it's centered anywhere.

但問題不僅在於該系統以市中心為中心，而是它以任何地方為中心。

LA is much more of a multi-nodal city, meaning there are lots of different small hubs rather than just one big dense place in the middle.

洛杉磯更像是一個多節點城市，這意味著這裡有很多不同的小型樞紐，而不僅僅是中間一個密集的大地方。

Some of these hubs are already on the current rail network, like Hollywood, Pasadena, and Compton.

其中一些樞紐已經在當前的鐵路網絡中，如好萊塢、帕薩迪納和康普頓。

But the system doesn't reach plenty of others, like Venice, Torrance, and the San Fernando Valley.

但該系統並沒有覆蓋威尼斯、託蘭斯和聖費爾南多谷等許多其他地區。

As LA expands its rail system, Joshua says it should look to not only add more hubs, but also change how it connects them.

約書亞說，洛杉磯在擴建鐵路系統時，不僅要增加更多的樞紐，還要改變連接樞紐的方式。

What you don't want to do is what we have in the existing system, which is we're going to connect those by drawing lines through them to downtown.

你不想做的是我們現有的系統，也就是我們要通過畫線將它們連接到市中心。

What you want to be able to do is draw lines that cross different places and get you from one place to another without having to go through downtown.

你要做的就是畫出穿越不同地方的線路，讓你在從一個地方到另一個地方時不必經過市中心。

The result is a polycentric system, like in London.

結果就形成了一個多中心繫統，就像在倫敦一樣。

London itself may be the center, but within London, there's lots of different places where you see lines intersecting and creating nodes.

倫敦本身可能是中心，但在倫敦內部，有很多不同的地方可以看到線條交匯並形成節點。

It's like having a bunch of interwoven crosstown lines, so you can go from Wembley Stadium to Wimbledon without having to go into central London at all.

這就好比有許多交織在一起的交叉線路，這樣你就可以從溫布利體育場去溫布爾登，而根本不用去倫敦市中心。

Tokyo also has a polycentric system, where many stations have three or four lines, creating more points of connection.

東京還有一個多中心繫統，許多車站都有三條或四條線路，從而創造了更多的連接點。

And that makes getting around much easier by mass transit.

這樣一來，乘坐公共交通出行就方便多了。

Some of these changes are already happening.

In 2016, LA Metro committed to raise $120 billion over 40 years to improve transit infrastructure, including the mass transit system.

2016 年，洛杉磯地鐵公司承諾在 40 年內籌集 1200 億美元，用於改善包括公共交通系統在內的交通基礎設施。

The new K line is the second not to go downtown, instead intersecting with the only other one, the C line, at LAX's new station.

新的 K 線是第二條不經過市中心的線路，而是在洛杉磯國際機場的新車站與另一條唯一的線路 C 線相交。

To Joshua, creating connective tissue between the major hubs is the best use of rail in LA.

在約書亞看來，在主要樞紐之間建立連接組織是洛杉磯鐵路的最佳用途。

But local transit within these hubs could offer neighborhood connectivity that makes the system useful not just for commuting across the city, but for everyday life.

但是，這些樞紐內的地方公交系統可以提供鄰里連接，使該系統不僅適用於城市通勤，也適用於日常生活。

Just look at the county's plans to extend the D line.

看看縣裡延長 D 線的計劃就知道了。

The stops are all placed at points of interest or major destinations.

這些站點都設在景點或主要目的地。

It is underground, which means it's free of obstruction and is going to flow very quickly.

它位於地下，這意味著它沒有障礙物，流速非常快。

It's in a very, very dense corridor for Los Angeles, which means there's lots of ways to walk to and from the stations.

它位於洛杉磯一條非常非常密集的走廊上，這意味著有很多方式可以步行往返車站。

And most of those east-west streets are clogged during peak times.

而這些東西向的街道在高峰期大多會堵塞。

So I expect this to be a very successful and highly used line and somewhat transformative for the city.

是以，我預計這將是一條非常成功、使用率很高的線路，並將在一定程度上改變城市面貌。

The D line extension was first proposed in 1961, but it took more than five decades to break ground.

D 線延長線於 1961 年首次提出，但歷經五十多年才破土動工。

Now it's expected to be fully open by 2027.

現在，它預計將於 2027 年全面開放。

This line is an example of how expensive and time-consuming it is to build really good mass transit in modern cities in the United States.

這條線路就是一個例子，說明在美國的現代城市中，建造真正好的公共交通設施是多麼昂貴和耗時。

It's going to be incredibly useful when it is done, but it took billions of dollars and multiple decades.

它完成後將非常有用，但這需要數十億美元和幾十年的時間。

In order for Joshua's connecting hubs to work best, all these lines would need dedicated right-of-way to travel uninterrupted by traffic, like the D line.

為了讓約書亞的連接樞紐發揮最大作用，所有這些線路都需要像 D 號線一樣，擁有不受交通干擾的專用路權。

If you think about the types of mass transit in Los Angeles, at the top of the hierarchy, you have heavy rail, which is going to be the highest cost, but also the highest benefit.

如果你考慮一下洛杉磯的大眾交通類型，最重要的是重軌，它的成本最高，但收益也最高。

Heavy rail typically has the right-of-way and has more capacity, so it's best suited for high-density areas.

重軌通常擁有路權和更大的運載能力，是以最適合高密度地區。

In addition to normal ones, LA has a bus rapid transit system, where the buses are also given dedicated right-of-way.

除普通公車外，洛杉磯還有快速公交系統，公車也享有專用路權。

Bus rapid transit, BRT, is going to be much lower cost, but also lower benefit compared to heavy rail.

與重軌相比，快速公交（BRT）的成本要低得多，但效益也較低。

But since the 90s, LA has been building a lot of these light rail trains, which often run on surface streets.

但自上世紀 90 年代起，洛杉磯開始建造大量輕軌列車，這些列車通常在地面街道上行駛。

Light rail is in that kind of middle range where it doesn't really have quite the benefits of heavy rail because it's going to be much slower most of the time because it's operating on street level.

輕軌處於中間位置，並不具備重軌的優勢，因為輕軌在大部分時間裡都會慢得多，因為它是在街道上運行的。

But it also costs more than BRT, but doesn't necessarily provide that much more benefit than BRT.

但是，它的成本也比快速公交高，但帶來的好處卻不一定比快速公交多。

Because if you're building at street level, it's going to have to interact with all the other things at street level, which include people, cars, bikes, lots of other stuff.

因為如果你在街道上建造建築，它就必須與街道上的所有其他東西互動，其中包括人、汽車、自行車和許多其他東西。

Light rail now makes up four out of the six metro lines in LA.

目前，洛杉磯的六條地鐵線中有四條是輕軌。

And in a comment to the Wall Street Journal, LA Metro said it has been successful in less dense corridors.

洛杉磯地鐵公司在給《華爾街日報》的一份評論中說，它在密度較低的走廊取得了成功。

Today, 73% of Angelinos drive alone to work, and only 6.8% utilize public transit.

如今，73% 的安吉拉人獨自駕車上班，只有 6.8% 的人使用公共交通。

To understand one reason why, just look at these two maps.

要了解其中的原因，只需看看這兩張地圖。

The one on the left shows the amount of jobs that are available within a 90-minute commute by mass transit.

左側顯示的是乘坐公共交通 90 分鐘通勤時間內的工作崗位數量。

And the one on the right shows jobs available within a 30-minute commute.

右側顯示的是通勤 30 分鐘以內的工作。

There's a distinct inherent advantage that the car has when you cannot access that many jobs within a reasonable period of time by mass transit.

當你無法在合理的時間內乘坐公共交通到達那麼多工作地點時，汽車就有了明顯的先天優勢。

Cars and declining revenue were big reasons why LA's old trolley system slid into obsolescence by the 1960s.

20 世紀 60 年代，汽車和收入下降是洛杉磯老式無軌電車系統被淘汰的主要原因。

Because there were mixed traffic with cars, as cars became more and more ubiquitous, the efficiency and usefulness of mass transit plummeted pretty dramatically.

因為有了汽車的混合交通，隨著汽車變得越來越普遍，大眾交通的效率和實用性急劇下降。

To make LA Metro's expansion a success, Joshua says it will need to increase ridership, which is a challenge when just 16% of respondents to a USC survey said they think the Metro is safe.

約書亞表示，要使洛杉磯地鐵的擴建取得成功，就必須增加乘客量，而在南加州大學的一項調查中，僅有16%的受訪者認為地鐵是安全的，這無疑是一項挑戰。

Though LA Metro said that violent crime per boarding has fallen 15% from 2023 to 2024 after several initiatives to reduce crime.

儘管洛杉磯地鐵公司表示，在採取了多項減少犯罪的措施後，從 2023 年到 2024 年，每名乘客的暴力犯罪率下降了 15%。

So when it comes to the future of the system...

The worst-case scenario is that a lot of these lines, they're not going to be built at all because of opposition.

最壞的情況是，由於反對，很多線路根本無法修建。

The best-case scenario is that all those lines on a map have become actual mass transit lines.

最好的情況是，地圖上的所有線條都變成了真正的大眾運輸線。

Though the battle between efficacy and efficiency is constant, Joshua expects any additions will help to increase ridership.

雖然效果和效率之爭一直存在，但約書亞希望任何新增項目都有助於增加乘客量。

In reality, to build that perfect map, you know, all of us would be dead by the time it was complete.

實際上，要想繪製出完美的地圖，我們所有人都會在地圖繪製完成時死去。

And so people are constantly trying to find out, well, what can we build within a reasonable period of time that will be useful?

是以，人們一直在努力探索，在合理的時間內，我們能建造出什麼有用的東西？

And that's why you see that LA winds up with kind of a substandard system, but it's better than no system.

這就是為什麼你會看到洛杉磯的系統不達標，但總比沒有好。