Big Blue Bus To Change Routes in August (Westside Today)

Big Blue Bus To Change Routes in August

Santa Monica's City Council has approved a series of service changes for the Big Blue Bus that will go into effect August 28, 2011.

By Amy Sommer | May 16, 2011

Link: http://www.westsidetoday.com/m4-5111/big-blue-bus-to.html

The service changes are part of a larger three-year plan designed to improve public transit services while also modifying routes to allow for connections to the EXPO Phase I light rail, which is scheduled to begin service in 2012.

The following changes were approved by City Council for implementation on August 28, 2011:

* Rerouting and rescheduling of Lines 1 & 2: To reduce some duplication of service between Venice and Westwood/Pico Boulevard, Line 2 will only travel as far south as the intersection of Hill Street at Main Street. In exchange, some weekday Line 1 trips will be extended east of the Windward Circle to Walgrove Avenue along the current Line 2 routing (on weekends select trips will extend to Lincoln Boulevard instead of Walgrove Avenue). Additionally, Sunday frequency will be increased from every 20 minutes to every 15 minutes between 11 a.m. and 8:30 p.m.

* Enhancements to Rapid 7 service: To increase ridership capacity along the heavily traveled Pico Boulevard corridor, 60-foot articulated buses with increased seating capacity will be added to the Rapid 7 fleet. To further increase access to other regional connections, the Rapid 7 route will be extended 2.2 miles from the Rimpau Transit Terminal to the Metro Purple Line subway station on Wilshire Boulevard at Western Avenue. New stops will be added on Pico Boulevard near Rimpau, Crenshaw Boulevard at Pico Boulevard, Olympic Boulevard and Wilshire Boulevard, and on Western Avenue at Wilshire Boulevard. Within Santa Monica, a stop will be added on Pico Boulevard at 28th Street/Stewart Street, and in Los Angeles, a stop will be removed on Pico Boulevard at South Beverly Drive. All other existing stops and routing will be maintained.

Service between the Metro Purple Line and downtown Santa Monica will operate every 15 minutes between 6 a.m. and 6 p.m., every 20 minutes from 6 p.m. to 8 p.m., and every 30 minutes from 8 p.m. to 10 p.m.

* Minor reduction in frequency of Local 7 service: All existing stops and routing will be maintained on this popular service. The morning frequency of every 10 minutes will be maintained, however frequency at all other times of the day will decrease slightly: midday (9:30 a.m. to 12 p.m.) will decrease from every 10 to every 15 minutes, afternoon (12 p.m to 7 p.m.) will decrease from every 10 to approximately every 12 minutes, and evening (7 p.m. to 10 p.m.) frequency will decrease from every 15 to every 20 minutes.

* Express 10 will become Rapid 10 service: To enhance Line 10's schedule performance, 10 stops with the lowest passenger use will be eliminated, which is expected to improve travel times. The stops to be closed along the route headed from Downtown Los Angeles to Santa Monica will be on Alameda/E. Cesar Chavez, Hope/Temple, Flower/Third Street, Grand Avenue/11th Street, Santa Monica Boulevard/Wellesley, and Santa Monica Boulevard/Berkeley. The stops to be closed along the route headed from Santa Monica towards Downtown Los Angeles will be on Santa Monica Boulevard/Berkeley, Santa Monica Boulevard/Wellesley, Olive/11th Street, and Los Angeles Street/Arcadia.

* Reduction of Route 13 service: Because this route has low ridership, the frequency of service will be decreased by approximately 50 percent to once every 60 minutes during the week. Service will be discontinued on Saturday.

* Addition of a new Downtown Ride: This service will help improve circulation between Santa Monica's Civic Center and the Santa Monica Downtown area. The route will operate in a loop from the Civic Center parking structure and parking lot to Santa Monica Boulevard in a clockwise pattern along 2nd Street northbound and 4th Street southbound. On weekdays, it will operate only during the peak morning hours of 7 a.m. to 10 a.m. and peak evening hours of 3:30 p.m. to 7:30 p.m.

The Elusive 405 Corridor Rail Line (Source: CityWatch)

Link: CityWatch - An insider look at City Hall

The Elusive 405 Corridor Rail Line
Beyond Measure R
By Ken Alpern


Whenever I’ve raised the idea of the Expo Line, the Green Line to LAX, the Wilshire Subway, the Orange Line being a light rail line instead of a busway, or anything other than a mass transit effort, my feedback has always included someone commenting on the need to connect the San Fernando Valley with the Westside via a rail alternative to the 405 freeway. Interestingly enough, pretty much EVERY rail line has had its organized supporters…except the 405 Corridor Rail Line!

Why this is, I do not know—it is one of those many observations that aren’t accompanied by explanations. I see it but I don’t get it. I’ve not seen Valley and Westside grassroots organizations, websites or other efforts sprout up to support what most folks consider to be a no-brainer.

The closest thing anyone’s done to suggest a transit alternative to the 405 freeway (one of the worst traffic bottlenecks in the nation, if not the world) is when Supervisor Yaroslavsky proposed a Busway to be established utilizing the HOV/carpool lanes being finalized in the middle of the Westside portion of the 405 freeway.

Transit nerds like Friends4Expo Co-Chair Darrell Clarke and Transit Coalition Executive Director Bart Reed and I have debated this issue for years, and as the Expo and Crenshaw Light Rail Lines convert from science fiction into the world of reality, and as the Wilshire Subway looks like something that will be built within our lifetimes, the role of this line, and how it can be routed, is a topic for debate that is increasingly relevant.

The following two maps, created by Darrell Clarke, enjoy a lot of interest and support among other transportation enthusiasts, and were made about a year ago before it was determined that the Crenshaw/LAX Line was indeed going to be a light rail. The first map shows a Crenshaw Blvd. and Lincoln Blvd. light rail line complex that both enjoy connectivity to the Expo and Green Lines, with LAX connectivity to boot. The 405 Corridor rail line is also a light rail that closely follows the 405 freeway to connect the Orange Line with the Wilshire and Expo Lines.

Note that the map, created by a Santa Monica resident and veteran of that city’s Planning Commission, does not have the Wilshire Subway to the Sea going entirely to the ocean. Very few transit advocates and planners have supported such a full extension westwards, because the 405/Wilshire Blvd. traffic jam begins in earnest at approximately Wilshire/Bundy, and it is doubtful that Santa Monica wants the Wilshire Blvd. corridor to be megadensified as far west as Lincoln Blvd. (which would normally accompany a subway).

Hence the argument that myself and others have pursued to have the Subway stop at approximately Wilshire/Bundy, and forego any expensive and unnecessary construction if the Expo Line makes it to the ocean (which it pretty much will). An interesting option would be for the Subway to proceed from Wilshire/Bundy to link with the Expo Line at Olympic/Bundy station, but it is also uncertain as to whether West Los Angeles wants that much densification there, either (it already has its hands full with the Bundy Village megadevelopment).

Regardless, when the Wilshire Subway finally reaches Westwood, the focus among grassroots and political leaders and thinkers will likely NOT be getting it as far west as the beach, but rather how to connect or extend it to the San Fernando Valley:



The second map has both outdated as well as rather likely features of what a 405 Corridor rail line would look like, but the thinking behind it follows a different paradigm than a rail routed along the 405 freeway. Rather it is a speedier (like 10 minutes or so!) and more direct subway route between the Valley and the Westside with only two stops between the Orange and Wilshire Subways (UCLA campus and Ventura Blvd.).

In this map, Lincoln and Crenshaw Blvds. have heavy rail subways that will likely NOT happen (Crenshaw Blvd. will be a light rail line, regardless of whether it’s above or below ground, or ground level), although any Crenshaw Corridor rail line extension north of the Expo Line will be underground to connect with the Wilshire Subway and, perhaps, the Red Line at Hollywood/Highland.

The details as to whether there would be one or two rail lines to connect the Red Line with the Purple and Crenshaw

Lines is a subject I’ve addressed in previous articles, and is somewhat off-topic for the issue of the 405 Corridor rail line. It is an issue, however, that will affect construction of the Wilshire/Purple Line and be a topic for future generations to confront. What we must confront now, however, is the question of whether a Valley-Westside rail line need closely track the 405 freeway:



My own personal epiphany on this topic came several years ago when I realized that successful rail lines either supplemented or replaced freeways that serve as major commercial corridors. The Expo and Gold (Pasadena, Eastside and Foothill) Lines track the 10, 710, 60 and 210 freeways, respectively, and the Wilshire Subway actually replaces the original freeway once planned in the 1940’s/50’s for where Wilshire Blvd. now is.

With the understanding that the Wilshire Blvd. corridor is so megadense as to need a subway/heavy rail line, I came to the conclusion that the Sepulveda/405 freeway corridor is just as megadense and would ALSO need a subway—perhaps one that directly connected to the Purple/Wilshire Line, because up to 150,000 riders/day or more would use if built right.

Considering that the uphill grade and narrowness of the Sepulveda Pass made a surface/elevated light rail difficult at best, and that such a light rail would reach full capacity rather quickly, and that there weren’t many good potential stops between Wilshire Blvd. and the Orange Line, I still believe that a straight shot with a 10 minute subway ride of 100 mph (like the Red Line does under the Cahuenga Pass) and with stops at the Orange Line, Ventura Blvd./Sherman Oaks, UCLA and Wilshire/Westwood would be remarkably attractive to many 405 commuters accessing one side or the other of the Sepulveda Pass.

I still await the formation of a grassroots group to promote and advocate for this 405 Corridor line (or Valley-Westside line), but I expect such a group won’t form until the Expo Line is completed, the 405 HOV/carpool lane project is completed, and the Wilshire Subway is on its way to Century City and points west.

Still, it is my strong prediction that the really BIG transportation improvement sought by Westsiders and Valley residents after the east-west rail lines are completed will be this elusive, probably wildly popular, but as of yet nonchampioned 405 Corridor Rail Line.

(Ken Alpern is a Boardmember of the Mar Vista Community Council (MVCC) and is both co-chair of the MVCC Transportation/Infrastructure Committee and past co-chair of the MVCC Planning/Land Use Management Committee. He is co-chair of the CD11 Transportation Advisory Committee and also chairs the nonprofit Transit Coalition, and can be reached at Alpern@MarVista.org.This email address is being protected from spam bots, you need Javascript enabled to view it The views expressed in this article are solely those of Mr. Alpern.) -cw

The Crenshaw Station Debate--Dispatches from the Subway Meeting (Source: Curbed LA)

Link: Curbed LA: The Crenshaw Station Debate--Dispatches from the Subway Meeting

The Crenshaw Station Debate--Dispatches from the Subway Meeting

Friday, March 19, 2010, by Neal Broverman

We're only about four months away from Metro releasing their draft environmental impact report for the Wilshire subway extension, which will outline the station locations they've picked for the route to Westwood. There won't be too many surprises as to where or what stops will be included (Westwood, Century City, Beverly Drive, La Cienega, Fairfax, and La Brea) other than the Crenshaw station. Metro still isn't certain if it will be included on the route, and at a community meeting Wednesday night at the Wilshire United Methodist Church, it was clear homeowners and transit riders have yet to reach a consensus as well.


Metro project manager David Mieger, and Jody Litvak, community relations for Metro, outlined the status of the extension, currently in the midst of their environmental impact report. Two more rounds of community meetings will happen before Metro releases their draft EIR around July/August. From there, the community can comment on it, and then it goes to the Metro board for certification, and then preliminary engineering can begin. Should everything go as planned, expect early construction to start in first quarter 2012 and an opening to Fairfax about six years after that (if the mayor's 30/10 plan comes to fruition, the subway to Westwood could open in that same time window).

So, the Crenshaw station. Metro believes this station, costing about $153 million, will have pretty low boarding numbers--about 4,200 in 25 years. If the line is built without it, the subway will only lose about 1,300 riders because people will just board at Western or La Brea. Crenshaw would be a 1/2 mile from Western; if it's not built there would be two miles between the Western and La Brea stops (there's typically one mile between Metro stops). Mieger pointed out that it would be next to impossible to install a Crenshaw station once the subway is already built out. As far as time-saving, not having Crenshaw would only shave about a minute from downtown to Westwood (25 min. compared to 26) and from Koreatown to Westwood (13 mins. compared to 12).

A meaty packet of papers from the Windsor Square Association was handed out to attendees. The packet used old memos from Metro to point out that when planning the subway 25 years ago, the transit agency thought Crenshaw was not necessary. The WSA included a letter stating they clearly do not want a Crenshaw stop.

Next up were planners from the city of LA, including senior planner Kevin Keller. With much urban planning-speak like "HPOZ" and "overlay," the planners basically pointed out that the area around the station, Hancock Park and Windsor Square, are currently zoned so that no development can really occur other than low-rise residential and office buildings. So, basically don't expect many mixed-use developments like on Vermont, Western, or Hollywood Blvd, or really much development at all, should Crenshaw get a station.

Commenters spoke next, mainly homeowners from the area and transit riders (though John Welborne, the president of Angels Flight Railway Foundaing, spoke and received a standing ovation for finally getting the funicular up and running). Some interesting comments:

Lawrence Smith, president of the Brookside Homeowners' Association: "This Crenshaw station is like a bad dream that keeps coming up. I think you should spend the money to extend the station further west. If you have money for a Crenshaw station, you have too much money."

Douglas Meyer, architect and Windsor Square resident: "LA is a linear city and Wilshire Blvd. is the spine. Why should there be a donut hole [in the system]?"

Park Mile resident Mary Pickhardt: "If the area is part of an HPOZ (historical preservation overlay zone), how could density increase? We need to bring the city together and we'll do this through transportation. We need this stop."

Windsor Square resident Karen Creeger: "[Not having a Crenshaw subway stop] would decrease home values in our neighborhood, as well as demand of our neighborhood from prospective home buyers. Many young families considering moving here consider whether it has proximity to a Metro stop."

Windsor Square resident David Miner: "I received this packet of archival material from the WSA, and I don't agree with this letter. I've never been polled on the matter. Anything that serves thousands of people conveniently without compromising our planning policy is a good plan."

Windsor Square resident Margaret Hersch: "Don't put a monstrosity like what they have on Hollywood Boulevard [meaning one of the Red Line stops]; I see trash [there] and hundreds of people."

Charles Dougherty, president of Greater Wilshire Neighborhood Council: "We are 100% for pushing the subway west, but that it makes no sense to have a $200 million station on Crenshaw Boulevard... Also, the Crenshaw [light-rail] line will be pushed farther west [and won't connect with a Crenshaw stop on the Wilshire subway]."

Other concerns included the mayor's 30/10 plan, and that if it happens, one resident believes paying back interest on a Crenshaw stop will balloon its cost to over $200 million dollars. The few transit riders not living in the area were not that gung-ho for the stop either, will someone saying, "Nobody's destination is Crenshaw/Wilshire." Another resident was worried that the city would seek ways around the zoning rules to increase development. The race issue was only brought up once, with someone saying, "It would be racist to deny a Crenshaw station" because most people using that station will be predominately African-American.

If we were betting bloggers, we'd have to say Metro will skip a Crenshaw staton. The ridership isn't quite there, the density can't be changed, it's cheaper to build the line without it, and you have wealthy homeowners adamantly against the stop.

No Consensus on Possible Subway Stop at Wilshire & Crenshaw (Source: LAist)

No Consensus on Possible Subway Stop at Wilshire & Crenshaw - LAist

No Consensus on Possible Subway Stop at Wilshire & Crenshaw

Curbed LA attended Wednesday night's scoping meeting about adding an additional stop to plans for the Westside Subway Extension. Public comments ranged the gamut, from it's absolutely needed to hell no. Curbed's conclusion seems right on: "If we were betting bloggers, we'd have to say Metro will skip a Crenshaw staton. The ridership isn't quite there, the density can't be changed, it's cheaper to build the line without it, and you have wealthy homeowners adamantly against the stop."

By Zach Behrens in News on March 19, 2010 5:05 PM

Should the Westside subway have a Crenshaw station? (Source: thesource.metro.net)

The Source » Should the Westside subway have a Crenshaw station?

Should the Westside subway have a Crenshaw station?


See original article for map

The team of Metro staffers that are planning the Westside Subway Extension are holding a meeting on March 17 to discuss a significant issue: should the subway have a station at Wilshire and Crenshaw boulevards?

Stations cost about $200 million to build and there’s been a wide-ranging discussion in the Park Mile section of Wilshire Boulevard about the prospect of having the subway stop there. This is the area surrounded by the communities such as Hancock Park, Windsor Square, Windsor Village, Fremont Place, Wilshire Park and others (click on the above Google map to see a larger aerial view of the neighborhood). Some people in the area want a station, others don’t. Because there hasn’t been consensus — and this is an issue dating back to early subway planning days of the 1980s — the meeting is being held to discuss the issue and to allow Metro staff to gauge how residents now feel about it.

The station is being considered as part of the subway extension draft environmental impact study and Metro staff will issue a recommendation whether or not to build it in that document. The decision, however, will ultimately be up to the Metro Board of Directors.

Here are a few facts and ideas that frame the issue:

*The Crenshaw station would be just one-half mile west of the current Wilshire/Western station. That’s pretty close compared to other stations on the Westside Extension, which are being planned to be about a mile apart. However, if the Crenshaw station is not built, there would be a two-mile gap between the Wilshire/Western station and a station at La Brea. That’s pretty far.

*The area around Crenshaw and Wilshire is mostly residential and fairly low density in terms of population when compared to Koreatown to the east and Wilshire Boulevard west of La Brea. Preliminary projections suggest that the number of people using the station would be low compared to other stations, though on par with some existing and planned stations. That raises the question over whether money spent on a Crenshaw station might better be spent on other aspects of the line.

*One of the concerns in the community is that a new station will bring additional development. That is probably correct, though new development may occur over time anyway. The question is how much. Generally speaking, the current zoning regulations in place do allow for some additional development — as is the case in much of Los Angeles — but not all that much compared to more dense areas to the east and west.

*There is also the matter of the Crenshaw Line light rail project, which will have one terminus at Crenshaw and the Expo Line — about three miles south of Crenshaw and Wilshire. There are no current plans to extend the Crenshaw Line to the north and the Crenshaw Corridor Northern Segment Feasibility Study indicated that it would probably be better to bring that line up to Wilshire west of Crenshaw, possibly at La Brea, Fairfax or San Vicente.

*Another question sure to be batted around: if a station is not built now, will residents regret that in 10 or 20 years? You can’t really go back and add a station to a line already in operation without shutting it down. And that’s hard to imagine happening.

What do you think? Let us know your opinion by emailing us at thesource@metro.net. Or, to make your views an official part of the study, send them to WestsideExtension@metro.net or on the new Westside Subway Extension page on Facebook.

The press release about the March 17 meeting is below.

METRO TO HOLD COMMUNITY MEETING FOR WESTSIDE SUBWAY EXTENSION OPTIONAL CRENSHAW STATION

The Los Angeles County Metropolitan Transportation Authority, in collaboration with the City of Los Angeles Planning Department, invites the public to a community meeting on March 17 to discuss the optional Wilshire/Crenshaw station under evaluation for the Westside Subway Extension Project. The Draft Environmental Impact Statement/Report (DEIS/DEIR) currently underway for the Westside Subway Extension identifies Wilshire/Crenshaw as an optional station.

“There is not community consensus in this area as to whether there should be a Wilshire/Crenshaw Station,” said Project Director David Mieger. “We promised the community that we would give them an opportunity to discuss this question. Their input will be one factor in helping us develop our recommendation.” He noted that the study must continue to evaluate a station at Wilshire/Crenshaw.

The staff recommendation about the Wilshire/Crenshaw station will be part of the overall recommendations at the conclusion of the Draft EIS/EIR process. Following a public review period, a “Locally Preferred Alternative” will be presented to the Metro Board of Directors who will make the ultimate decision.

Members of the public are encouraged to attend the upcoming meeting to learn more about the Westside Subway Extension project. Officials from the City of Los Angeles Planning Department will also be on-hand to discuss land use planning guidelines for the area.

Wednesday, March 17, 2010

6-8 p.m.

Wilshire United Methodist Church

4350 Wilshire Boulevard

Los Angeles, CA 90010

This meeting is served by Metro Line 20, 210, 710 and 720. Free parking is available. Spanish & Korean translation will be provided.

Metro anticipates releasing the Draft EIS/EIR for public comment in summer 2010. The Metro Board of Directors will decide on the recommendations later this year.

Special ADA accommodations are available to the public for Metro-sponsored meetings. All requests for reasonable accommodations must be made at least three working days (72 hours) in advance of the scheduled meeting date. Please telephone the project information line at 213.922.6934. The TDD line is 800-252-9040.

For additional information, visit the Westside Subway Extension project web site at metro.net/westside. Project information can also be found for “Metro Westside Subway Extension” on Facebook. The project information line is 213-922-6934.


-- Steve Hymon

L.A. seeks federal loan to speed Measure R projects

Link: L.A. seeks federal loan to speed Measure R projects - LA Daily News

L.A. seeks federal loan to speed Measure R projects
Daily News
Updated: 01/05/2010 07:36:42 PM PST

Los Angeles city officials filed a request with the federal government Tuesday to borrow money to speed up plans for the "Subway to the Sea" and other transit projects planned under Measure R.

The City Council asked that the proposed National Infrastructure Development Bank, to be created under legislation now pending in Congress, advance money to the Los Angeles County Metropolitan Transportation Authority to speed up Measure R projects.

Measure R was approved by Los Angeles County voters last year, adding a half-percent sales tax to fund transit projects.

"The people of Los Angeles County put their money where their mouth is to pay for transit," Councilman Bill Rosendahl said. "And, quite frankly, I don't want to have to wait 30 years to see these projects come to life."

Deputy Mayor Jaime de la Vega said the Mayor's Office has been working with federal officials on the proposal, which would allow the construction to begin more quickly.

"There are 12 major projects that we believe will provide over 127,000 construction jobs and 2,800 permanent jobs minimum," de la Vega said.

Cities collaborate for Gold Line extension along 60 Freeway (Whittier Daily News)

Link: Cities collaborate for Gold Line extension along 60 Freeway - Whittier Daily News

Cities collaborate for Gold Line extension along 60 Freeway
By Rebecca Kimitch, Staff Writer
Posted: 01/02/2010 06:23:22 PM PST

A group of San Gabriel Valley cities is hedging its transportation bets.

Another extension of the Gold Line East is not likely to happen for decades. However, South El Monte, Rosemead, Montebello, Monterey Park and El Monte are collaborating on preliminary work to try to show transportation officials that the line should run through their cities rather than a route that goes south to Whittier.

"Right away we realized this was something that could really transform South El Monte, and the whole corridor ... and we knew to do this we would have to get all the cities affected by the route on board," said South El Monte City Councilman Joseph Gonzales. He is the chair of the SR-60 Coalition of Cities.

The El Monte City Council voted last month to pitch in $10,000 to fund a design and engineering feasibility plan. And the other cities also are pitching in for a consultant to walk the coalition through the environmental and political process, according to South El Monte City Manager Tony Ybarra.

Transit officials are considering two very different routes for a future extension of the Gold Line East. One would take the light rail up the 60 Freeway through Monterey Park, Rosemead and South El Monte to the edge of Industry. The other would take the line through Montebello and Whittier.

"We have many people in the area who don't have quality transportation alternatives," said Ybarra, making the case for the 60 Freeway route. "There are a number of housing developments along the route and if we can get this transportation, we can really reduce the number of cars on the road. We can also get students to Rio Hondo College, East Los Angeles College."

Metro has released contradictory information regarding the potential ridership and cost of the 60 route, Gonzales said, so the coalition is attempting to determine potential ridership. Gonzales added that the route could attract weekend riders visiting Whittier Narrows.

And each city in the coalition is working with the Southern California Association of Governments to determine potential residential and mixed-use development along the corridor, Gonzales said.

Though the route would not pass directly through El Monte, officials say their city also stands to benefit.

"It will benefit our residents to have it nearby. It won't benefit us at all if it is in Whittier," El Monte Mayor Andre Quintero said.

"This is an extraordinary extension and we need to have it nearby," Councilwoman Patricia Wallach said.

El Monte officials hope to build a connection between the light rail line and the El Monte bus station. Officials have placed high hopes on expansion of that bus station into a mixed-use development, the El Monte Transit Center.

"It's all part of a bigger puzzle that is 10, 20, 30 years out, but we have got to start thinking now," Councilman Juventino "J" Gomez said. "We really need to be more aggressive than we have been."

The east side of the Gold Line was recently extended from Union Station through Boyle Heights to Monterey Park, just south of the 60 Freeway.

There is funding for another extension through Measure R, the half-cent sales tax approved by voters last year. However, it is not scheduled to be completed until 2037.

Staff Writer Dan Abendschein contributed to this story.

rebecca.kimitch@sgvn.com

626-962-8811, ext. 2105

The Thin Red Line: A Review of Taylor, Kim, & Gahbauer

The LA Subway Blog - Transportation, Real Estate, and the Future of Los Angeles: The Thin Red Line: A Review of Taylor, Kim, & Gahbauer

The Thin Red Line: A Review of Taylor, Kim, & Gahbauer
Posted by Juan Sunday, December 27, 2009

Brian Taylor, our esteemed professor of Urban Planning at UCLA and transportation finance expert, and John Gahbauer, our favorite transit geek and UCLA colleague, along with Eugene Kim, co-authored a paper on the history of transportation planning in the Wilshire Corridor in Los Angeles. This is a review of their paper, which appears in the Journal of Planning Education and Research (requires subscription or library access). I believe you can also visit the Metro Library to view a copy.

Taylor begins by discussing the tendency of politicians to pursue large capital projects in favor of incremental operational improvements. The "monument" or "ribbon-cutting" effects of new capital projects have proven very attractive to politicians. It's difficult to hold a photo-op in front of increased bus frequency, but much easier in front of a subway station:

Most transit capital projects are subjected to cost-benefit analysis, but costs are often underestimated and benefits are almost universally overestimated.

These generalizations are present to varying degrees in the history of the Wilshire Subway. Planning on what will eventually become the Wilshire Subway began in the 1970s, but encountered many hurdles along the way. A giant hurdle was the 1980s prohibition of the use of federal funds to tunnel under Henry Waxman's district in Beverly Hills, which came after a methane deposit under a Ross store exploded and burned for several days. Out of the political negotiations surrounding this ban came the present day Purple line stub at Wilshire & Western. In order to circumvent this ban, planners proposed less cost-effective routes. Taylor shows how these alternate routes, which were never seriously studied, were inferior to the proposed Wilshire route.


Proposed Southern route

Taylor argues that the Wilshire Route, along the "linear downtown," is one of the most transit-friendly corridors in the West. With over 100,000 bus riders per day, traffic congestion, expensive parking, high residential density, high peak hour volumes, Wilshire Boulevard is likely the most cost-effective subway corridor in Southern California. There are 7x more workers on the Wilshire foute than the southern alternative along San Vicente & Pico. Later on, Taylor points out that just 3 of nearly a dozen lines which travel on Wilshire (18, 20, and 720) have a combined ridership of 90,033 per day, 1/3 more than the Gold, Green, and Orange lines combined (66,871 per day).

In 2005, Mayor Antonio Villaraigosa was elected. A strong proponent of the subway, he negotiated with Waxman to lift the ban on tunneling, and took implicit responsibility for any incidents that may arise from tunneling under Wilshire. Villaraigosa and other politicians pushed for Measure R, the voter approved 1/2 cent sales tax which will provide the funding for the first two segments of the subway. Federal loans and grants could build more subway quicker.

The proposed 2009 route isn't much different from the 1979 route.

Taylor, Gahbauer, and Kim offer a great overview of the history of the Wilshire Subway in Los Angeles. I learned a lot about the political tumult in the 1980s and early 1990s, and the power of one man, Waxman, to impact the urban form of a city for so many years.

Side Note: Monorails have been proposed along Wilshire for well over 100 years. They've never been taken seriously, as aerial structures would severely disrupt the nature of the neighborhood.

Metro Seek Millions for Westside Subway & Connector

$77.6 million from the federal government is sought by Metro and two members of congress to fund preliminary engineering for the westside subway and the regional connector. Both Rep. Diane Watson and Rep. Henry Waxman have written letters in support of Metro obtaining the money, despite a coalition of 14 others who rather see the money go elsewhere. $77.6 million is a drop in the bucket compared to the total costs of these projects, but Metro sees it as a "crucial test," as Metro puts it: "Do the projects meet the [Federal Transit Administration's] requirements for funding? And does the FTA want to find a way to get L.A. County — the nation’s most populous county — into the New Starts program?" their blog asks.

By Zach Behrens in News on December 17, 2009 1:29 PM

Downtown Streetcar Project Receives $250K from the Feds (Source: LAist)

Downtown Streetcar Project Receives $250K from the Feds - LAist

Downtown Streetcar Project Receives $250K from the Feds


A streetcar in Portland | Photo by Zach Behrens/LAist

The good news is that the city and non profit charged with bringing downtown a street car scored $250,000 in federal money, reports blogdowntown. That's a... step, but they need up to $100 million to make the line a reality. Next up is possibly applying for $25 million in a $280 million grant fund for "urban circulator" projects.

Councilmember Jose Huizar would like to see a working streetcar by 2014. Conceptual routes take the line between L.A. Live/Convention Center area and the Bunker Hill area via Broadway & Hill.
user-pic
By Zach Behrens in News on December 14, 2009 5:15 PM

Expo Line Authority Says They are Not Over Budget

Expo Line Authority Says They are Not Over Budget - LAist

Expo Line Authority Says They are Not Over Budget

In response to a LA Times story exposing the Expo Line's over budget and delayed light rail project between downtown and Culver City, the independent authority in charge of construction denies the facts, perhaps with some spin, maybe not. In a memo, the Authority explains that some "overruns" in the budget were actually added and approved "enhancements" (not too mention the "unforeseen work elements"). Some delays are being blamed on third parties like Caltrans, therefore beyond control of the authority. The LA Times said the 8.6-mile route, which was supposed to open in June, is likely to open in phases with the full completion in 2011 at the earliest.

By Zach Behrens in News on December 11, 2009 10:59 AM

Hip-Hip-Hooray! San Gabriel Valley Comes Together to Celebrate Future (Source: I Wil Ride)

Link: Hip-Hip-Hooray! San Gabriel Valley Comes Together to Celebrate Future « I Will Ride Blog

Hip-Hip-Hooray! San Gabriel Valley Comes Together to Celebrate Future
Posted by Albert



“To look backward for a while is to refresh the eye, to restore it, and to render it the more fit for its prime function of looking forward.”
- Margaret Fairless Barber

Now I may not be familiar with the writings of Margaret Fairless Barber (this might be the first time I’ve ever typed out her name), but if there’s one quote I could find on the internet that could describe the tone at Saturday’s celebration – this would be it.

This past Saturday, dozens of elected officials, hundreds of San Gabriel Valley residents, along with Metro CEO Art Leahy and Board Chair Ara Najarian came out to the historic Santa Fe train depot in Monrovia to celebrate last month’s hard-fought victory and to witness the unveiling of the first of six station signs at the future Foothill Extension stop – all the while looking forward to a brighter future for the region. There was food, coloring book tables for the kids, and a kiddie train that, for a brief moment, was being driven by Congressman David Dreier with Authority CEO Habib Balian and a few elected officials as passengers (more on that later).

Elected Officials Remind Crowd of Past, Look Forward to Future

While the event was a joyous occasion to celebrate the prospect of thousands of new jobs, economic benefits, a cleaner environment, and more transit alternatives for the folks of the San Gabriel Valley, it also marked a time for our lawmakers to reflect on the difficult and hard-fought path that brought us to this point.

Monrovia Mayor Mary Ann Lutz, while thanking every Foothill Extension supporter from top to bottom, took a quote from former British Prime Minister Margaret Thatcher in saying, “You may have to fight a battle more than once to win it.” If you’ve been a supporter these past few years, that’s a pretty good way to sum it up. Assemblymember Anthony Portantino stated that the incredible levels of support from all levels (from residents all the way up to our federal delegation) was an indicator of just how important the Foothill Extension was to the region. Not to take anything away from other transit projects, but very few other projects can claim they’ve had this level of support for years – even from their federal delegation.

Speaking of federal delegations, Metro Board Chair Ara Najarian – with the infamous Congressional letter still in mind – reminded the crowd (besides that Metro CEO Art Leahy was in the crowd wearing a USC cap and that he was a Gold Line fan at heart) just how fortunate we were to have the likes of Congress members Judy Chu, Adam Schiff, Grace Napolitano, and David Dreier fighting endlessly for the San Gabriel Valley. Despite a few heated debates going on these days in the House of Representatives, they took the time when it mattered most to make a strong stand for the region. Bravo.

However, according to Congresswoman Judy Chu, it doesn’t end there. During her speech, she shared with the crowd that she dreams of the line going all the way to Ontario Airport. Not only do our residents share that dream as well, but so does former Glendale mayor and current California Transportation Commissioner Larry Zarian – who stressed that he was a fan of the line going to Ontario and that our economy depends on a healthy transit line that connects people to work.

Highlighting the speech portion of the ceremony was Congressman David Dreier, who reminded the crowd that we all share responsibility for our region’s environment – and that the Foothill Extension was solving a county-wide regional issue because, while it DSC_4735 (2)can bring people to work in Downtown Los Angeles, it also brings people who want to be in the San Gabriel Valley to the San Gabriel Valley. Then he proceeded to dare any elected official to ride the kid train while he drives it. As you can see on the left, a few took him up on his dare.

Where We Go From Here

There’s five more station signs we haven’t seen yet for the cities of Arcadia, Duarte, Irwindale, and Azusa (two). And then we head towards the groundbreaking in the early summer of 2010 – which also happens to be the FIRST groundbreaking of any Measure R rail project. Neat.

Round up of Articles on Rail Maintenance Yard Location

Round up of Articles on Rail Maintenance Yard Location
Article 1

The Argonaut: Santa Monica

Santa Monica City Council endorses hybrid proposal for light rail maintenance yard location

BY GARY WALKER
(Created: Wednesday, November 18, 2009 4:12 PM PST)

Despite objections from residents who believe that their neighborhood is not the best place for a light rail maintenance facility, the Santa Monica City Council has voted to back a site recommended by the Mid-Cities Exposition Light Rail Construction Authority.

The council also pledged to look into claims made by Stewart Park neighborhood residents that levels of methane gas near the proposed location were higher than previously reported and to urge the construction authority to do so as well.

The Mid-Cities Exposition Light Rail Line, commonly known as the Expo Line, will have three stations in Santa Monica — 26th Street and Olympic Boulevard, near Bergamot Station, 17th Street and Colorado Avenue and at Fourth Street and Colorado.

Kate Vernez, assistant to the city manager for governmental relations, said that city staff members had investigated the methane claims at the proposed location, which is the city-owned Verizon telephone maintenance facility on Exposition Boulevard and a portion of a parking lot used by Santa Monica College (SMC).

“The environmental concerns have been addressed and were found not to be a hazard,” Vernez told the council.

Vernez gave the council and the public an update from an August meeting when the hybrid alternative was offered by Metro authorities instead of only the Verizon site, the original proposal. At the meeting, the council voted to consider the so-called hybrid location of the existing Verizon facility and the SMC parking lot, but a number of residents of the Pico and Stewart Park neighborhoods complained that their neighborhoods were being targeted for a facility that could bring noise and environmental complications.

Vernez mentioned that the new planned location had been redesigned to eliminate “wheel squeal” from the train and a car wash and cleaning platform would be relocated north of the Verizon property. A 110-foot sound barrier is also proposed to reduce noise from the train and the light rail yard.

“In addition,” Vernez added, “Metro has eliminated the paint and body shop, restricted access to Stewart Street, proposed adding directional lighting to reduce glare and installed landscaping to soften the building facade.”

Mayor Ken Genser, as Vernez did at the beginning of the meeting, reminded the audience that the final authority on where the rail yard will be placed lies with Metro. He also commented on what he sees as the transportation authority’s sense of urgency to determine where the maintenance yard should be built.

“It seems like Expo is moving ahead no matter what our position on CEQA (California Environmental Quality Act) is,” said the mayor, referring to questions regarding environmental review at the suggested location. “Expo seems to be operating on the basis of ‘we’ll work with you as long as you don’t oppose us or what you’re doing does not slow us down.’

“That seems to be their (modus operandi,)” Genser asserted.

Samantha Bricker, the chief operating officer of the construction authority, said that her agency has been working diligently with Santa Monica officials as well as residents in the neighborhoods that will be affected. Bricker also said it was important to have a site selected so that any necessary environmental work can begin prior to submitting all necessary documents to Expo’s board of directors in January for its approval.

“We have reviewed the hybrid site regarding any environmental issues, and our team did not find anything that would be cause for concern,” Bricker said, echoing Vernez’s earlier statements. “Our final draft is a CEQA document that will give environmental clearance for both the Verizon site and the hybrid site.”

Residents who addressed the council represented a mixture of supporters of the hybrid site and those who remained concerned that Expo has not given sufficient mitigation regarding noise, traffic and potential environmental hazards. Some Stewart Park homeowners have also taken issue with the alignment of the rail station that will stop at nearby Bergamot Station, which will be at grade, or ground level, instead of an elevated track.

Sarah Devine, a Stewart Park resident who lives on Delaware Avenue, took exception with the site’s location, which she pointed out was close to an educational institution, private school New Roads School, on nearby Olympic Boulevard.

“How or why is this (site) so different from the other sites that were not selected because they were close to a school?” she asked.

Darrell Clarke, a former Santa Monica planning commissioner who is also a light rail proponent, commended the city’s staff and Metro officials for crafting a proposal that he feels will satisfy both parties.

“I hear about the impact of the (10) freeway all the time, said Clarke, who lives south of the Verizon facility and is a co-chair for the light rail advocacy group Friends 4 Expo. “A maintenance facility is not the same thing.

“I look forward to the completion of this excellent project,” he concluded.

Councilwoman Gleam Davis stated that it was important to separate safety and the potential impact on neighborhoods.

“There are a number of communities in the country that operate at-grade systems that operate very safely,” Davis noted. “I have seen nothing that leads me to believe that this will be a problem.

“Rail, as a method of transportation, is a safe method.”

Genser also mentioned that the selection of the hybrid site was predicated on approval of a land exchange with SMC officials.

Bricker said that Expo had been in contact with the college and city leaders about the land swap and did not anticipate any problems.

“It’s my understanding that the city and the college are both willing,” she said. “Everyone has been very cooperative and we’re very optimistic that we will be able to work with all parties.”

SMC officials did not return phone calls for comment.

Davis also discussed the environmental concerns that some members of the audience brought before the council.

“City reports show that the ambient levels (of methane gas) are safe,” the councilwoman said.

The Expo Line will begin in downtown Los Angeles and is set to arrive in Culver City in its first stage of construction next year. It is scheduled to arrive in Santa Monica in 2016.

Article 2

Curbed LA: Wheel Squeal Considered, Santa Monica Votes for Hybrid Yard

Wheel Squeal Considered, Santa Monica Votes for Hybrid Yard
Thursday, November 19, 2009, by Dakota

2009_08_expo.jpg Whenever the second phase of the Expo Line opens, there'll be three stops in Santa Monica: 26th Street and Olympic Boulevard, 17th Street and Colorado Avenue and, Fourth Street and Colorado. A light rail maintenance yard also needs to go up as part of the line, and today's The Argonaut reports that the Santa Monica City Council voted to back a recommendation to use a Verizon facility on Exposition Boulevard and part of a Santa Monica College parking lot for the site of the maintenance yard. Metro has the final say on the placement of the facility, but the proposed location has roiled some neighbors. Concessions have been made: A city official tells the paper that the "new planned location had been redesigned to eliminate 'wheel squeal' from the train and a car wash and cleaning platform would be relocated north of the Verizon property. A 110-foot sound barrier is also proposed to reduce noise from the train and the light rail yard." Meanwhile, there's also talk of methane gas. According to members of the Stewart Park neighborhood residents, "levels of methane gas near the proposed location were higher than previously reported," whic

Expo and Crenshaw Lines: Under Whose Authority? (Source: CityWatch)

CityWatch - An insider look at City Hall - Expo and Crenshaw Lines: Under Whose Authority?

Expo and Crenshaw Lines: Under Whose Authority?
Moving LA
By Ken Alpern

It appears that there is a growing emphasis to construct transportation projects right the first time, so I am thrilled that the efforts of Supervisor Mark Ridley-Thomas to create a first-rate Crenshaw Light Rail Line are paying off.

The Metro Crenshaw Corridor Project, under the leadership of Roderick Diaz, Dave Monks and others, are recommending this transit line be a light rail and not a busway, and are still working out details that will (for a higher cost, of course) create a safer, quicker and more rider-friendly line that could revitalize the Crenshaw Corridor and Inglewood as major economic centers for decades to come. I have been a fan of this Crenshaw project for years, despite its opponents, and I look forward to the network it creates between the Green, Expo and Wilshire Lines once it becomes a reality.

Currently, it is planned to link only the Expo and Green Lines to each other and LAX via Century/Aviation, but the political support for ultimately linking it to the Wilshire Corridor (likely at Wilshire and La Brea, or thereabouts) is rising so fast that the appropriate map for this future key north-south line is as follows:
Active Image
The currently-planned northern terminus of Exposition/Crenshaw is undergoing increasing scrutiny (as it really should) for an underground alignment because north of Crenshaw the street becomes so narrow that any future light rail extension to Wilshire requires a subway.

In fact, the whole darn length of the line under Crenshaw from Exposition to the Harbor Subdivision Right of Way is on its way to being a subway, as both Supervisor Ridley-Thomas and Mid-City LA Councilmember Bernard Parks are pursuing the undergrounding of the line to minimize traffic concerns, increase speed and safety of the line and—most of all—ensure smooth operations and high ridership.

Furthermore, the portion of the line that goes through Westchester is likely to be grade-separated at Manchester, as it should, since Westchester residents have boldly pursued the light rail option but with an elevated station south of Manchester to avoid traffic problems and/or residential street closures.

I am not one of those wedded to at-grade (street-level) rail or grade-separated (elevated or subway) rail, and am neither wedded to the car-is-king philosophy nor the screw-the-car-commuters-because-they’re-sinners philosophy…and I suspect most taxpayers aren’t, either. Inappropriate spending is just that—inappropriate—but a betterment is also just that—a betterment!

To be fair, it remains to be determined whether the extra costs for the grade-separating betterments will be borne at the expense of other projects, but as our political paradigms change (in particular, from building infrastructure on the megacheap to doing things right the first time despite—within reason—the extra cost), it becomes necessary to compare the Expo and Crenshaw Corridor planning processes.

You see, both Ridley-Thomas and Parks, who are championing the subway portion of the Crenshaw Corridor Light Rail Line, are also on the Exposition Line Construction Authority Board, which is on its way to slamming through a purely at-grade line across some of the busiest streets in the Westside.

I refuse to oppose Ridley-Thomas’ and Parks’ desire to pursue the subway option at Crenshaw … but I do have to wonder about the can of worms being ripped open regarding the Expo Line.

Unlike the Crenshaw Corridor team, operating directly under the Metro Authority, and which is offering betterments to achieve more local support for that line, the Expo Line is being built under its own Authority that is operating under an entirely different paradigm.

Those working for the Expo Line Construction Authority, created by Supervisor Zev Yaroslavsky and others during a now-bygone era where transportation funding was always given short shrift and even shorter budgeting, are operating under much tighter fiscal constraints and receive much harsher evaluations from the political and media powers that be when things go over budget.

With the recently-opened Eastside Light Rail Line and the future Expo Line, the pressure to keep things at-grade (and cheaper!) was and is enormous, but with the Crenshaw Corridor the extra costs appear to be received by most parties as: “SO WHAT? AND? THE PROBLEM WITH A BETTER LINE FOR EXTRA MONEY IS WHAT?”

Similarly, the Hobson’s choice for the Expo Line crossing at megacongested Sepulveda Blvd., with either an at-grade crossing with local street widening for $13 million, or an elevated rail crossing for $28 million paid for by the local Casden Developer landowners but with a political go-ahead for a regionally-opposed 8-10 story project, might likely be received as:

“ARE YOU FREAKIN’ KIDDING ME? WHY CAN’T METRO PAY FOR THAT $15 MILLION BETTERMENT AT SEPULVEDA FOR A PROJECT THAT’LL BE AROUND FOR A HUNDRED YEARS?”

I again need to point out that the Expo Line Construction Authority, created by Supervisor Yaroslavsky during a pre-Measure R era, (and after the countywide anti-subway initiative Yaroslavsky sponsored passed overwhelmingly because of cost overruns during the 1980’s/90’s), is merely doing its job: build the Expo Line on time and for as low a cost as possible.

I suspect that Yaroslavsky will (wisely) oppose the extra frills of the Crenshaw Line while he’s fighting to get the Expo Line built without expensive frills, and that he will come into conflict with Ridley-Thomas who (also wisely) recognizes a worthy-but-more-expensive betterment when he sees one.

I just hope that Yaroslavsky, who once was a City Councilmember of the West L.A. region through which the Expo Line will run, and who steadfastly prevented the Expo Line from being built through that region for decades, didn’t create the Expo Line Authority with an engineering and legal staff to line things up, build up the political and legal crescendo to create an unstoppable momentum, and…
KABOOM! An at-grade Expo Line is slammed through West L.A., with car traffic, decreased Expo Line ridership, and/or planning challenges that will plague the region for decades.

I want to go on record as not blaming the Authority staff (again, they’re just doing their jobs), but instead blaming the City of L.A. for not planning for the Expo Line and offering the Authority guidance in its planning.

I also remind City Councilmembers Rosendahl and Koretz, who are for some inexplicable reason are not going to be on the Expo Line Construction Authority Board any time soon, that they are the ones that local residents will look to for leadership and guidance and that they do chair the L.A. City Transportation Committee.

I know that the two Westside City Councilmembers are likely annoyed at being off the Expo Line Authority Board, but the “blame it on Zev” paradigm will have a limited half-life as the Expo Line Westside Phase EIR becomes finalized.

We need first-rate leadership to create a first-rate Expo Line. Whether its Westsiders or Mid-City residents, the taxpaying commuters who voted in Measure R deserve no less.

(Ken Alpern is a Boardmember of the Mar Vista Community Council (MVCC) and is both co-chair of the MVCC Transportation/Infrastructure Committee and past co-chair of the MVCC Planning Committee. He is co-chair of the CD11 Transportation Advisory Committee and also chairs the nonprofit Transit Coalition, and can be reached at Alpern@MarVista.org.This email address is being protected from spam bots, you need Javascript enabled to view it The views expressed in this article are solely those of Mr. Alpern.)

Tuesday's Round of Articles on the Goldline Eastside Extension

Article 1

Link: Metro's new Gold Line now in business - 11/16/09 - Los Angeles-Southern California-LA Breaking News, Weather, Traffic, Sports - abc7.com

Metro's new Gold Line now in business
Monday, November 16, 2009

By Melissa MacBride

LOS ANGELES (KABC) -- The commute gets easier for thousands of people in L.A. County, as Metro's new Gold Line extension is now in business.

The new six-mile route is expected to carry some 13,000 commuters every day. The extension runs from Atlantic boulevard in East Los Angeles to Union Station in downtown L.A., where it now connects to the rest of the line all the way to Pasadena.

"This is the most transit-dependent community in L.A. County. It will give them access to jobs, schools, medical care and other opportunities. There's going to be development here, there's going to be housing and business opportunities," said MTA spokesperson Marc Littman.

For $1.25, the train will take you from East L.A. to downtown L.A. in about 17 minutes. The eastside extension of the Gold Line will run every 8 minutes during the morning commute, then every 12 minutes during the day.

Article 2

Link: Los Angeles Gold Line Eastside Extension off to impressive start and to be part of something bigger

Los Angeles Gold Line Eastside Extension off to impressive start and to be part of something bigger
November 16, 11:06 AMFresno Green Transportation ExaminerAlan Kandel
n., Nov. 15th, 50,000-plus people enjoyed a free ride on the Los Angeles Gold Line Eastside Extension light rail transit system, as reported in the Los Angeles Wave in the story “50,000 take a free ride on the Gold Line, no major problems reported,” first published Nov. 15th and updated today. And on top of this, no major glitches were reported either. The line is expected to transport 13,000 people daily.

Construction of the Metro Gold Line Eastside Extension began in 2004. Six miles in length and costing $898 million, “the extension runs between Union Station and East Los Angeles, with stops at eight new stations, two of them underground,” information in the article revealed, bringing the total track mileage to 79; all since 1989. Stations holding community celebrations were: “East L.A. Civic Center, Mariachi Plaza in Boyle Heights, Little Tokyo/Arts District and Union Station.” Connection to the original Gold Line is at L.A. Union Station. The 1.7 subsurface miles are through Boyle Heights. The remaining 4.3 miles are at or above ground.

“Officials are selecting a possible route for a light rail link from the Gold Line on downtown's east side to the Blue Line stub on Figueroa Street on downtown's west side,” information in the article stressed. “This would allow through Blue Line trains from Long Beach to Pasadena, or from East L.A. to Culver City via the new Expo Line, which is scheduled for completion in two years.” However, a funding source or construction timetable for this link has not yet been established.

Los Angeles Mayor Antonio Villaraigosa was quoted in the article saying that “‘…this not the end of the ride … Thanks to the passage of Measure R, there will be local funding for half a dozen new rail projects in the next decade, which will give Angelenos even greater transit access to jobs and other opportunities throughout the county.’”

Article 3

Low ridership tarnishes Gold Line extension's luster - latimes.com

latimes.com
Low ridership tarnishes Gold Line extension's luster
Only 13,000 riders daily are expected to use the new extension, which began its normal operations Monday, by the end of its first year.

By Ari B. Bloomekatz

November 17, 2009

Behind the hoopla and celebration of the Gold Line Eastside extension opening this week, there are some sobering numbers.

The Metropolitan Transportation Authority projects that the extension between Union Station and East L.A. will serve 13,000 riders each day by the end of the first year -- a paltry number compared to other sections of L.A. County's rail system.

The Eastside link expands a Gold Line that has struggled to attract riders since it opened in 2003.

The original section of the Gold Line, from Union Station to Pasadena, serves an average of 21,322 riders each weekday, far below original estimates of 38,000 daily boardings.

Even when the new Eastside riders are added, MTA projections suggest that the Gold Line will remain at the bottom of the ridership rankings.

Moving the Gold Line farther east will clearly draw new riders. But some of the problems that have long hampered the Gold Line remain: The trains are slow, and there are limits on where passengers can go when transferring to another rail line or a bus.

"The biggest problem with the Pasadena Gold Line, which will be shared by the Eastside line, is that it really doesn't go anywhere that people want to go," said transit consultant Tom Rubin. "It serves Union Station, but it doesn't serve downtown; as a result it's just not a very fast way of getting people to their ultimate destinations."

The Gold Line covers territory once served by a bustling streetcar network in Los Angeles through the early 1960s.

But today, only a fraction of those lines used by the Pacific Electric Red Cars and L.A. Railway Yellow Cars remain.

As a result, getting around on rail remains a big challenge.

For example, the new Eastside extension goes through the heart of Boyle Heights.

But instead of pushing west into the heart of downtown L.A., the line veers sharply to the north just outside downtown, going through Little Tokyo to Union Station. Riders who want to get into downtown then need to transfer onto the Red Line subway and go west and then south again -- or take a bus.

Bart Reed, executive director of the regional nonprofit group the Transit Coalition, said it's important to see L.A.'s rail system as a work in progress. Further improvements could significantly improve ridership.

The MTA is seeking federal funding for the so-called "regional connector," a rail line that would run directly through downtown L.A.

This line would allow riders on the Eastside Gold Line to switch trains as the Gold Line turns north, making for a much more convenient trip into downtown.

Reed also believes that the Gold Line could pick up more riders simply because people would favor rail over bus service.

Today, the MTA has two star lines that rise well above the rest: The Red Line, which runs underground from Union Station to North Hollywood, and the Blue Line, which runs above ground from downtown L.A. to Long Beach.

The Red Line (combined with the much smaller parallel Purple Line) has an average of 141,302 riders each weekday, according to MTA's statistics for October.

The Blue Line averages 74,311 riders.

The Norwalk-to-Redondo Beach Green Line averages 36,453 commuters. The Green Line was supposed to connect to Los Angeles International Airport, but the MTA stopped it just outside the airport, a decision that many blame for the relatively low ridership numbers on that line. There is now a plan to extend the line into LAX.

It is much too early to tell how the Gold Line Eastside extension will fare.

Its public opening Sunday drew about 75,000 riders, many of whom waited in hourlong lines to try the new rail line for free.

The lines were much shorter Monday as paying customers boarded.

Marc Littman, an MTA spokesman, said Gold Line ridership would probably increase significantly in the coming years if development occurs around some of the line's stations and if the pattern of the Eastside opening follows that of the Blue Line's opening nearly two decades ago.

"The Metro Blue Line ridership has quadrupled since 1990 to become one of the busiest light rail lines in the country," Littman said. "We will continue marketing the new extension so the ridership will steadily build."

Reed agreed that the Gold Line's ridership could improve, noting that the Eastside has many residents who can't afford cars and who rely on mass transit to get around.

"There's new habits to be built, but quite frankly that particular route, it was the old corridor for one of the heaviest used streetcars in the system," Reed said. "It'll maybe take a year or two."

ari.bloomekatz@latimes.com

Roundup of Articles on the Gold Line Eastside Extension.

ARTICLE 1

Link: After decades of waiting, their trains have arrived -- latimes.com

After decades of waiting, their trains have arrived
A sense of kinship and progress in East Los Angeles as riders and residents celebrate the opening of the Gold Line extension. The area had long been among the most transit-dependent yet underserved.

Gold Line opens

A passenger catches a Gold Line train at Pico/Aliso station. The $898-million extension that opened Sunday is the first commuter train in nearly 50 years to serve East L.A. Several development projects are planned near stations. (Allen J. Schaben / Los Angeles Times / November 15, 2009)


The sun had not yet risen when the first commuter train in nearly half a century set off from downtown to East Los Angeles, extending a new line of public transportation to some of the city's most underserved neighborhoods.

At 3:40 a.m. Sunday the first passengers were train enthusiasts, students and workers for the Metropolitan Transportation Authority, which built the six-mile Gold Line extension. A few hours later, the neighborhood showed up.

More than 50,000 people were estimated to have taken part in a festive day of celebration and free rides. Starting today, riding the entire 20-mile Gold Line route from Pasadena to East L.A.'s Atlantic station will cost a nominal $1.25.

"I feel like East L.A. matters a little bit more," said longtime resident Joe Zenteno, 40, just minutes after rolling his bike into a sleek Metro train at the Mariachi Plaza stop in Boyle Heights. "I love East L.A., bro. This is a good neighborhood. And I think this is going to make people care a little bit more about their community."

One question in the minds of local officials and business owners is whether others across Los Angeles County will be drawn to the area as well.

For years, Boyle Heights and East L.A. have been among the most public transportation-dependent neighborhoods in Southern California.

For even longer, they have lacked the kind of regional draw -- a multiplex, a gleaming shipping district, a major entertainment center -- that can enhance civic pride. While the Gold Line's northern link from Pasadena passes such landmarks as Old Town, the Southwest Museum and Chinatown, the route through East L.A. finds places prized more by locals: revered burrito joints and Mexican restaurants, a well-trodden 19th century cemetery surrounded by a jogging track, and a plaza where you can hire a band of mariachis on the fly.

To many outsiders, the area is seen as a collection of poor and dangerous neighborhoods, despite historic drops in violent crime. That's one reason Los Angeles City Councilman Jose Huizar, who is also an MTA board member, said the Gold Line's opening is so meaningful.

When John Peckham, a visitor from faraway Torrance, told him Sunday that he was pleasantly surprised by the neighborhood, Huizar smiled and raised his arms: "I've been saying that all day!"

A major impetus for the $898-million rail line was to make it easier and cheaper for residents to reach jobs in downtown and beyond. But the Gold Line extension is also important because of the promise it portends, Huizar said. He believes it could spark a renaissance, ushering in businesses and an arts district and leading to the discovery of neighborhoods that have "been neglected" for decades.

"People are going to come to explore," he said.

Irma Lozano, 38, sure hopes so. On Sunday, she peeked through an open door at Mi Ranchito restaurant near the Soto Street Station in Boyle Heights.

Like many small businesses along the route, the eatery paid a heavy toll during the roughly five years of construction when the street out front was torn up.

For two years its kitchen was all but closed, essentially turning the place into a bar with only a few dishes, mostly soups.

"With the recession and construction, business just stopped," Lozano said. "It's been terrible with the customers. But I think the train is going to help us now."

"That's what you hope," said Ruben Garcia, 40, one of only three customers in the place.

Charles Sammis, a USC professor of Earth sciences who lives in South Pasadena, said he plans to come back. The 65-year-old Sammis and his 63-year-old wife, Judy, a high school physics and math teacher, said they were excited to see the rail extension.

"We're looking forward to trying new places to eat," he said.

Roger Moliere, chief of real property management and development for the MTA, said several development projects are planned near stations, though he added that the recession was gumming up the process.

"My hope and expectation is that it will be an extraordinary economic boon to the area," he said.

Eric Avila, a professor of history and Chicano studies at UCLA, said the Gold Line extension is a victory for social justice, and signals a shift in transportation planning. The freeways built around Boyle Heights "cordoned off the area from the rest of the city," he said.

But development of the rail line hasn't come without safety concerns. The Eastside extension dips underground in only a few spots. Most of it travels like a stitched-in zipper through narrow streets, at surface level and usually just feet away from cars.

While praising the rail line, Los Angeles County Supervisor Gloria Molina has argued that the route needs crossing arms at some intersections.

During the first 90 days of operation, the MTA will have "safety ambassadors" to help riders and pedestrians get acclimated to the line.

Sunday morning began with relatively few riders, but by early afternoon the platforms were overcrowded, there were lines to get on the trains, and passengers squeezed together in standing-room-only cars.

There were a few snags, including a door that wouldn't fully close when a train stopped at Mariachi Plaza and an elevator that didn't work there -- forcing some to carry strollers up three flights of stairs.

But the mood was decidedly cheerful.

Accordion player Roberto Olmos, 62, said he boarded the train in Boyle Heights to deliver a small bag of tamales to his wife in East L.A.

"It's a lot faster than the bus," he said. "Sometimes you're waiting for almost an hour for a bus."

Victor Orozco, 57, rode the train with his 9-year-old grandson, Jacob Astorga. Orozco, a Caltrans worker from La Habra, said his father used to take him on a rail car that rolled down First Street when he was a boy. Los Angeles' streetcar system began disappearing in the early 1960s.

"I wanted my grandson to be part of this," Orozco said.

As he hopped on the train with his wife and 8-month-old son, machinist Victor Vasquez, 38, said he wouldn't use the train to go to work because his job is so close to their home.

His wife, Alejandra Jeronimo, 27, works at a bakery within walking distance. But Vasquez said they would use the Gold Line for other trips.

As Vasquez spoke, his son, Jose Armando, jumped excitedly on his mother's lap and peered out the window.

"We love to go out," Vasquez said. "I'm already seeing places we'd like to visit using the train."

ari.bloomekatz@latimes.com

hector.becerra@latimes.com

Times staff writer Jessica Garrison contributed to this report.

ARTICLE 2

Come On, Ride the Train: Gold Line Eastside Extension Opens Today - LAist

Gold Line Eastside Extension Opens Today
No more testing like this train in March...now trains on the Gold Line will come & go from the Little Tokyo station for real! (Photo by STERLINGDAVISPHOTO via the LAist Featured Photos pool on Flickr)

Today is the long-awaited launch of the Gold Line's Eastside Extension, which links Downtown's historic Union Station via light rail to Little Tokyo, Mariachi Plaza, and heart of East Los Angeles, ending at Atlantic. To celebrate, rides from one end of the Gold Line to the other are free today, and there are four events that include food and music from the communities scheduled to happen at or near stations along the line:

Most notably, the Mariachi Plaza Station will be where riders can visit the First Annual Boyle Heights Block Party and Mariachi Festival. At the Little Tokyo/Arts District Station, Metro says there will be a live karaoke stage and "delicious cuisine from dozens of nearby restaurants." At the East L.A. Civic Center Station, a farmers market and live Chicano rock music can be found.

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Link: Los Angeles Downtown News and Information - LA Downtown News Online > Opinion > Gold Line Payoff

Gold Line Payoff


Published: Friday, November 13, 2009 4:00 PM PST
DOWNTOWN LOS ANGELES - The new Gold Line Eastside Extension is an excellent project. The connection between Downtown and East Los Angeles is something both communities, as well as the greater region, have needed for a long time.

The Nov. 15 debut of the $898 million light rail line (scheduled for after Los Angeles Downtown News went to press) has both practical applications and symbolic resonance. It is difficult to assess which one is of greater importance. It may be the former in the present and the latter in the future.

On the practical, tangible front, the Gold Line establishes a six-mile link between Union Station and Atlantic Boulevard in East L.A. The eight stations provide thousands of people the opportunity to give up the automobile, an obvious payoff in environmental and traffic terms. The results could be felt quickly, as Metro officials estimate the line will carry about 13,000 riders a day by the end of the year. When added to the previous spur of the Gold Line that extends to Pasadena, the results and potential impact are huge — this is also felt in the transfer point of Union Station, where Gold Line riders from the Eastside will be able to transfer to other rail and bus routes.

The light rail has other benefits for Downtown, among them a new station serving Little Tokyo and the Arts District. Not only is the stop at First and Alameda streets a point of connectivity, something that can bring visitors into the heart of the community to patronize area restaurants, businesses and cultural establishments (it is across the street from the Japanese American National Museum and MOCA’s Geffen Contemporary), but the station itself is attractively designed. Metro officials were wise to incorporate architectural elements that fit with the surrounding neighborhood, and the canopies and benches reflect the area. It is preferable to a potentially less expensive, cookie cutter type design.

The most significant impact of the new line may be something people sense rather than see. Yet in the long term, the idea of cultural connectivity the Gold Line establishes may prove to be its most enduring impact.

Downtown and East Los Angeles are often seen as two distinct worlds. Although the physical gap between the areas is only a river, the psychological divide is huge. Downtown, with its modern office towers and concentration of white-collar businesses, is seen by many as a predominantly Anglo realm. East L.A., by contrast, has its historic ties to a Latino populace and culture.

The Gold Line could be a key in bridging the divide. Downtown workers in search of new places for lunch may find the idea of hopping on a train easier than climbing into their car, crossing the river and searching for parking. The new, young population of Downtown residents may be game for using the Gold Line to explore after-dark activities in East L.A. Residents from east of the river can now more easily access Downtown’s shopping and entertainment options, or come here for their jobs.

This is not to pretend that the rail line is a golden Band-Aid, that suddenly Downtown and Boyle Heights or other East L.A. neighborhoods will come together like East and West Germany did when the Berlin Wall fell 20 years ago. Rather, any change will be incremental.

Still, this marks the beginning of what could prove to be much greater connectivity. We’re glad that Metro had the ability to bring the rail line to fruition. We’ll happily start with the physical back and forth of thousands of humans a day. Hopefully the bonds will strengthen and the divide between the communities will diminish as time goes on.

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50,000 take a free ride on the Gold Line; no major problems reported | Los Angeles Wave - Community News, Sports & Entertainment | News

50,000 take a free ride on the Gold Line; no major problems reported
More than 50,000 people took a free ride Sunday on the new Metro Gold Line Eastside Extension, and no major glitches were reported, a Metro spokesman said.
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* L.A. Times: Eating along the Gold Line Eastside Extension
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The six-mile, $898 million extension runs between Union Station and East Los Angeles, with stops at eight new stations, two of them underground.

When tickets for the light rail train go on sale Monday, the cost of a ride between Union Station and the end of the line in Pasadena will be $1.25, said Dave Sotero of the Metropolitan Transportation Authority.

In addition to Sunday's free rides, the grand opening included community celebrations at four stations -- the East L.A. Civic Center, Mariachi Plaza in Boyle Heights, Little Tokyo/Arts District and Union Station.

A group that believes the new above-ground rail line has made some intersections more dangerous demonstrated at the Mariachi Plaza event.

Metro officials said experts determined the route is safe, but "safety ambassadors'' will be stationed at several intersections along the line for about three months to help motorists and pedestrians get used to the trains.

The line is expected to carry 13,000 people a day, so the 50,000-plus that boarded the train Sunday was "the ultimate stress test,'' Sotero said, adding that "and this one passed.''

He said there were "no operational glitches -- everything is running very smoothly.''

Lines were as long as an hour for some of the trains, and a few overcrowded and stuck station elevators were the only mishaps, as crowds thronged nine stations, Sotero said.

The celebrations were winding down, but the free rides will continue until the last train at 12:45 a.m. Monday, he said.

About 1.7-miles of underground track runs under Boyle Heights. The rest of the line runs above ground along East Third Street, ending near Atlantic Boulevard in East Los Angeles.

Several bus routes have been rerouted to serve the stations, and the Atlantic Station will serve as a bus hub for the area.

Because of the crowds, passengers on the existing branch of the Gold Line from Pasadena had to disembark at Union Station if they wished to continue on the train. But starting Monday, through service will allow passengers to ride from Pasadena southwest to downtown, then southeast along the new tracks.

Officials are selecting a possible route for a light rail link from the Gold Line on downtown's east side to the Blue Line stub on Figueroa Street on downtown's west side. This would allow through Blue Line trains from Long Beach to Pasadena, or from East L.A. to Culver City via the new Expo Line, which is scheduled for completion in two years.

No funding source or construction timetable has been set for that cross- downtown link, however.

The trains -- each car is 90 feet long and light-rail is powered by overhead lines -- will reach up to 55 mph when underground, but not exceed 35 mph on city streets. It will slow to just 10 mph on a bridge across that crosses the 101 Freeway just east of downtown.

Security cameras are installed at 14 grade crossings, and fines for driving around crossing arms will be stiff -- about $450 for starters. A 30-day grace period will apply, starting Nov. 15.

Saturday, officials at a dedication of the new line at the new Metro East L.A. Civic Center said it will be a boost to the Eastside.

"For the first time in nearly half a century -- since the last trolley ran down First Street -- rail will again carry passengers from downtown L.A. to East Los Angeles,'' said Mayor Antonio Villaraigosa. "This caps a 20-year battle to bring rail back to East L.A. -- one of the most transportation dependent communities in Los Angeles.''

Trains are to run about every eight minutes in the mornings, about every 12 minutes during the middle of the day and every 20 minutes at night.

"The long-awaited Metro Gold Line Eastside Extension is going to greatly benefit the community by linking it with schools, hospitals, shopping and business opportunities throughout the county,'' said Ara Najarian, board chairman of the Metropolitan Transportation Authority.

Construction was begun in 2004, and the MTA and its prime contractor, Eastside LRT Constructors, finished the job without any serious accidents or mishaps in about 4 million working hours.

The official name of the line will be the Edward R. Roybal Metro Gold Line Eastside Extension, after the late Los Angeles city councilman and congressman. Roybal, a champion for Eastside causes, was a councilman for 13 years and a congressman for 30.

"With the opening of La Linea de Oro -- the Metro Gold Line Eastside Extension -- Eastside residents now have access to jobs, schools, medical centers, shopping, entertainment and cultural opportunities throughout our county,'' said county Supervisor Gloria Molina. "In turn, the region will get the benefit of Eastside talent, our rich cultural heritage, our dedicated work ethic and our welcoming business climate. It's a winning combination for the whole country.''

With the addition of the Gold Line's Eastside Extension, Metro system will have 79 miles of rail -- all built in the last 20 years.

"But this not the end of the ride,'' Villaraigosa said. "Thanks to the passage of Measure R, there will be local funding for half a dozen new rail projects in the next decade, which will give Angelenos even greater transit access to jobs and other opportunities throughout the county.''

MTA backs light rail for Crenshaw corridor (Source: LA Times)

MTA backs light rail for Crenshaw corridor -- latimes.com

MTA backs light rail for Crenshaw corridor
Proposed line would run from Exposition Boulevard to near LAX. Rail would be offer a faster, cleaner alternative to buses, supporters say.

By Ari B. Bloomekatz

November 11, 2009

South Los Angeles has won a significant victory as transportation officials recommended this week that a proposed transit corridor along Crenshaw Boulevard be a light-rail line rather than a less expensive dedicated busway.

The recommendation, made by the Metropolitan Transportation Authority staff, gives a boost to the estimated $1.7-billion project, which would run from the Baldwin Hills-Crenshaw area to just outside Los Angeles International Airport.

Officials want to build the project with revenues from Measure R, the transportation sales tax that L.A. County voters approved last year.

Supporters of the Crenshaw line argue that it would provide a mass transit system to southwest Los Angeles, Inglewood and surrounding communities that are traditionally underserved by the county's rail network.

"Look at the transportation options that we have now," said Trevor Ware, chief operating officer of the Los Angeles Urban League. "We have buses on Crenshaw and we see other neighborhoods that are developing other types of transportation options. To have a decision made that we will have light rail -- that's so much faster and will have so much more of an economic impact -- we need that too."

The proposed line would run about 8 1/2 miles down Crenshaw Boulevard, starting at Exposition Boulevard, past Leimert Park, shopping centers, through Inglewood and south to a stop near the airport and a connection with the Green Line.

About 2 1/2 miles of the project is proposed as a subway, including the section that would run underneath Leimert Park, said MTA project manager Roderick Diaz.

Los Angeles County Supervisor Mark Ridley-Thomas called the recommendation a "big victory" and has said he wants to find hundreds of millions of dollars in additional funding so that more segments, if not all, of the project can be built as a subway.

The line will "improve air quality and serve as an economic catalyst," Ridley-Thomas said in a news release. "This will also provide an efficient, clean mode of transportation that will connect to Los Angeles International Airport."

Crenshaw line supporters say that the project can be built using revenue strictly from Measure R. Other more expensive rail projects being proposed in Los Angeles would also require federal money, such as the Westside subway, which has a price tag of about $5 billion.

At least one community advocate, Damien Goodmon, said officials need to focus on potential safety problems on sections of the line that would run near areas with children.

"The section on Crenshaw Boulevard between 48th and 60th Street will be a rallying point for our community. The section, which abuts View Park Prep School and is just a block away from Crenshaw High School is currently only being studied as street-level with no option for underground. We disagree with this recommendation by staff," said Goodmon, who is part of the South Los Angeles Neighborhood Council's Joint Committee on Rail Transit.