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ChineseDaily Transit Links Roundup
Contributed by Fred Camino on February 22nd, 2008 at 9:59 am
- A route for the Crenshaw Corridor picked: deftly avoids airport, subway, and populated areas
- Like soccer, high speed rail is a global phenomenon that the United States is just too cool for
- L.A. Times art critics thinks fare gates are an architectural travesty for Los Angeles
- West Hollywood attorney realizes West Hollywood subway is a sham
Discussion
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Please keep discussions civil: exercise Troll Controll.
Great, another rail line to from nowhere to nowhere. It’s silly that they’re not linking this up with the Wilshire subway. They seriously expect people to transfer to Expo to the Red line? They talk about linking Expo and Crenshaw - is Crenshaw going to instead become a branch of Expo? Just how high of a frequency of trains can 7th/Metro tolerate? 3 lines originating there? I’m getting visions of San Francisco’s Market subway.
Inglewood, believe it or not, is up-and-coming. Seems like this is pretty ill-conceived.
I actually support use of the Harbor Subdivision for the Crenshaw line south of Slauson, in order to speed the journey to LAX, but let’s face it–this line should be an incredibly low priority.
Also, the commercial strip along Century Boulevard is purely automobile-oriented. Putting light rail there would be putting lipstick on a pig.
The railroad right of way will hit more of the jobs around the airport. As for the lack of continuing it north to the subway, all that’s needed are written support from all of the bloggers for “knockout panels” to be built, that’s if a trench is supported from Expo to about Vernon. The panels are concrete false walls that are used to seal a section of tunnel, trench or wall until it’s ready for future use. It saves money from them having to tear up a street and disrupt the service to build a tunnel connection north, provisions can be made in place for it.
On the Blue subway at Olympic/Flower, these panels are built into the tunnel for future connection of the Harbor Transitway conversion to LRT. You can see a large opening between the two tracks along tunnel and the 3′ emergency walkway drop off at this section.
I still feel a push to have the Northern route studied is the least that should be done in this EIR to save time so when funds do come our way we’re ready to build.
Expo is not going to be a good backbone line for spurs like this if there aren’t grade separations at Western and Vermont.
http://www.inhabitat.com/2008/02/19/urban-bike-sharing-system-coming-to-london/
This is somehwat unrelated but here is a city doing some foward thinking for once.
Regarding the Crenshaw Line, this is what happens when you build out of expediency with no vision or overriding plan. Of course, there was a plan, but it was stopped in its tracks at Wilshire/Western. MTA should concentrate on getting that plan back on track then build from that. Only then might they be able to build the necessary political and popular momentum. The public needs to see a system taking shape if it is going to have any real support. This piece-meal strategy just opens the door to the kind of political and planning disasters we continue to see.
As far as WeHo goes, John Heilman and Abbe Land were entirely half-assed in their pursuit of the subway through WeHo. I originally thought it was a good idea but eventually concluded the Wilshire alignment was superior. That said, I think a link between Hollywood and Highland and the Westside is vital, just not necessarily by heavy rail or completely subway.
Unless I misunderstand the current situation (And I’m honestly not personally closely familiar with the area on the ground, although I read a *ton*), I think Metro should put this line on hold rather than build it badly… honestly makes me want to research more about the routes. I didn’t get involved in the scoping process because of my lack of personal familiarity with the area (I live in Koreatown and work in El Segundo, and spend most of my time Downtown/Hollywood/Westside), but now I’m kind of wondering if that was a mistake.
John: imho the WIlshire subway should be built in such a fashion that a Santa Monica route can connect in at Century City back to a single merged line to go west into Santa Monica. (IE trains at Wilshire/Vermont would be labeled 1) NoHo 2) Santa Monica via Hollywood/West Hollywood and 3) Santa Monica via Wilshire). But that’s a damn long time in the future.
I think the deal with this line is that there’s already money set aside for it (because there’s an existing right of way) and they can’t just take that money and use it for something else.
I don’t want them to build half-assed solutions to things, they really do need a vision, but on the other hand, you might be talking about waiting for the Wilshire line that at best won’t be ready for 7 to 9 years before building a line they think they can get money for right now. So I can completely understand why they’ll take the scrawny bird in the hand.
Is this going to be a branch off the Expo Line (causing more problems at 7th/Metro) or will people have to transfer at Expo and Crenshaw?
Just thinking outside the box here.
I would suggest that the City of Inglewood just go ahead and scrape the money together to build the line down Crenshaw, or down Prairie. This is only about two miles. They could issue some municipal bonds to pay for this.
I’m sure Metro could find the money to operate an extra branch if the city (pays for it and) builds it. The whole thing would be within the city limits of Inglewood.
The city of Inglewood would end up with two branches on the line, and both would end (on the north end) at Expo. Destination signs would read either “LAX” or “Crenshaw Green Line Station.”
Personally, I would agree that this branch should have trains switch on to Expo for a one-seat ride Downtown, but I agree that 7th Metro could not take that many trains. One solution to that would be to expand 7th Metro, and bring Expo and Inglewood lines up Figueroa, with a 1/2 mile subway going up Figueroa, ending at 7th.
Just thinking out loud…
Scott,
I’ve posted that idea on the Transit Coalition boards and the idea of letting Inglewood/Developer pay for the Prairie portion is 100% spot on because here’s why.
If the developer builds a 15′ deep below grade trench on the Forum/Hollywood Park lots for the LRT Trains to run in and then take the investment of that trench and levy that to the City of Inglewood towards density bonuses or reduction in Parking requirements that would be a win-win for Inglewood and Metro. Because Metro would have a grade-separated right of way in place that they don’t have to pay for. City of Inglewood would get it’s rail line and future tax money to recycle back into the city and the developer can build a true TOD village that would make headlines around the world for it’s forward thinking master plan and design.
As for the extension into Downtown, it makes more sense to build the Downtown Connector and have one or two spots for three track sections to allow some trains to end at 7th/Street Metro Center and turnback very quickly. A timed transfer with Expo or a peak direction service (NB in the AM and SB in PM) to and from Downtown can be implimented just as easily.
Regarding the piece on the proposed West Hollywood subway line, I think Mr. Martin might be taking a swipe at his former fellow City Councilmen. In any event, this is the letter I wrote Councilman John Heilman:
I am also writing other elected officials on both sides of Mulholland, asking them to support Alternative #9, which will bring benefits to the Valley and the Westisde. For people who want a Wilshire subway only, and may disagree with my efforts, I would state that I am not trying to delay or obstruct any project. The exact opposite. I am advocate a rail alignment that I believe would be beneficial for the entire region IN ADDITION, not INSTEAD OF, the Wilshire alginment, which is the highest priority, IMO. I’m just trying to ensure that this valuable Santa Monica Blvd. alignment isn’t left out or left behind. No obstructionism here. Build it now!
Dan W,
Just curious, do you want the line that bypasses Hollywood/Highland or would you be amenable to requiring Valley traffic to transfer at H/H? I personally think the former design is horrible because it would divert Hollywood-bound traffic to the Valley, thereby destroying an essential local connection.
Also, I might add, I’ve quickly lost enthusiasm for getting a heavy rail subway connection between H/H and the Westside, as I think it’d be way too expensive and the same connection, if properly designed, could be created via light rail using the extensive right of way along Santa Monica Blvd (though resistance from Beverly Hills could be pretty daunting). Also, assuming that essential infrastructure is invested in (such as a kind of Hollywood version of the “Downtown Connector”), light-rail could provide more flexibility and expansion options. However, I would love to hear your opinions and ideas.
Appreciate your advocacy though. From my understanding, the councilmembers really need to hear your support for this kind of link.
John
John has hit the nail on the head here.
What could be done to connect the H/H station with the Purple Line at Santa Monica/Wilshire would be construction of a streetcar.
Smaller cars than light rail, but appropriately so. The route is much shorter than the Blue Line, Gold Line or Expo line. I think the total would be about 5 miles. They could be connected in two-car trains.
Yes, the former PE ROW along side Santa Monica Blvd could be used, starting just to the east of Century City limits in Beverly Hills.
This should be in a trench. About 2-3 stations in the trench. The City of BH could re-cover the trench with more parking structures and still get that revenue.
Continuing up the center of SM Blvd at grade, east of Doheny, in the median, through West Hollywood, finally down the center of the street until it passes the WeHo city limit at La Brea. Then, back underground for the remaining 1 mile trip to H/H, where an underground transfer station would be waiting.
Why? Because Beverly Hills and West Hollywood are two separate cities, and they could come up with the money to pay for it, or for most of it.
I kind of like the idea that I’ve heard of instead of having that subway going down Santa Monica Blvd it would go down La Cienega to meet up with the Purple Line. I think that should have a closer examination.
Thanks for you comment, John. I appreciate Tony and Scott’s comments too.
I personally think that connecting the Beverly Center/Cedar Sinai is a higher priority than connecting the back end of Beverly Hills. I’d support the Santa Monica Alignment veering south and then rejoining the Purple Line at La Cienega/Wilshire.
I think a direct heavy rail link between the Valley and the Westside is needed for reginanl purposes. I would fully support stops between Universal City and Fairfax/Santa Monica at Hollywood/Highland and LaBrea/Santa Monica). As long as the line joins Santa Monica Blvd. at Faifax through La Cienega, I think it will have its most effectiveness. How it travels northeast from Fairfax/SantaMonica and southwest from LaCienega/Santa Monica has lots of interesting variations possible.
However, an above ground light rail is better than nothing.
However, what I explained in my letters to elected officials is that is issue is more than just hooking Hollywood/Highland to Century City through West Hollywood, so it isn’t “left out” — though that is certainly admirable in itself. It is the regional benefits to both the Valley and the Westside of the heavy rail connection between NoHo to Century City attractive. Ask someone in the Valley who is snaking through the passes or canyons if they’d like to get to Century City in 14 minutes rather than an hour, and I think they’d say yes.
Another possibility entirely is to have the Santa Monica Blvd. alignment be the western part of the bandied Silver Line project from Sunset Junction to Century City.
Anything is possible really.
I like the heavy rail REGIONAL north/south benefits of heavy rail from the east SFV to the Westside, not just H/H make it valuable.
There is too much thinking only of east/west from H/H or W/W. The regional needs go beyond just those pockets.