Los angeles exposition line11/12/2022 I don’t have an ideological bias toward the plan, but here’s the problem in making it work. criticism I have of your plan - and I am a frequent user of Metro buses and trains - is that it is a design solution that causes engineering problems. Lets stop fetishizing certain modes and look for holistic solutions. Once the middle classes start riding buses again post-peak oil, this stigma will begin to disappear. Buses have a bad rap as transit for the poor, but they hold the advantage of flexibility over sexier fixed rail modes. (Not dissimilar to the Big Blue Bus 10 express that picks up throughout Santa Monica and then goes downtown.)įor a little investment you could at least build in this capacity. Intermodal capability might allow you to board a rapid bus at La Cienega and Slauson that enters the expo line at Jefferson and goes express to Santa Monica. Lets say, you live in Inglewood and work in Santa Monica (not an unusual commute). This is why it would be advantageous to construct grade-separated corridors with rail sunken into driving surface. Instead, the Metro should treat the situation opportunistically and deploy bus or trains according to which serves demand best, recognizing that demand may shift in the future. Its counter-productive to take ideological stances against one or another mode of transportation. Image above: Expo LRT phase 2 potential routes, from Friends4Expo Seeing the Expo project move forward into its second phase before the first is even completed is good news. And with deep boring necessary for construction, it will take far longer to build than the surface-level Expo Line. Though everyone in Los Angeles is still waiting for a Wilshire subway – Mayor Antonio Villaraigosa’s famous “subway to the sea” that would potentially transport customers between downtown and Santa Monica in 20 minutes – that project is years from even the design phase. 20 minutes), and attract slightly higher ridership (64,000 daily vs. $1.5 billion), have a travel time that is 3/4 as long (15 minutes vs. But the board’s decision was well-reasoned: the chosen route will cost 1/3 less ($1 billion vs. The Expo Authority’s decision took in a number of possibilities for the line’s route – a number of community organizers argued that it would make more sense to extend trans along Venice and Sepulveda Boulevards (the other potential route shown in the map above) rather than along the existing railroad right-of-way. Once completed, travel time between downtown’s 7th Street/Metro Center (where transfers to Red, Purple, and Blue Lines would take place) and Santa Monica would take about 45 minutes. If plans for a downtown connector come through, the Expo Line would eventually connect to Union Station and East L.A. and Culver City, via Exposition Boulevard. That service will provide commuters with a connection between downtown L.A. The line to Santa Monica will be the continuation of the Expo Line, which is currently under construction, with a planned opening in 2010. Construction might begin as early as next year, with service proposed for 2015. The vote clears the way for Los Angeles Metro to begin applying for federal New Start funds for the project. The Exposition Construction Authority‘s board has voted for the locally preferred alignment for an extension of the Expo line from Culver City to Santa Monica along the existing Exposition Boulevard right-of-way to Colorado Avenue, where it will continue as a street-running light rail service to 4th Street. Los Angeles is intent on bringing rapid transit to the sea, and won’t wait for the subway to see it happen
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