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Posts from the "Expo Line" Category

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Eyes on the Street: Cars Running the Red at Venice and Robertson

Expo super-fan Gökhan Esirgen sends along the above video of cars running the red light at the newly-reconstructed intersection of Venice Blvd. and Robertson Blvd. Esirgen writes, “Note that this is not a seldom event — it happens for about five seconds in almost every cycle during rush hour and it’s typical of this intersection now. A pedestrian who looks at the signal but not the cars would be hit.”

Streetsblog editorial board member Jonathan Weiss forwarded the message to staff at LADOT. Before the afternoon was out, Jay Greenstein with Councilmember Paul Koretz’s office responded that engineers with LADOT are re-examining the intersection and LAPD’s enforcement division was notified.

We’ll keep an eye of our own on the intersection to see if there are any new, more positive, changes in the coming weeks and months.

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Move L.A.’s South L.A. Forum Asks if Transit Can Deliver Shared Prosperity

Figueroa Ave., just north of 85th St.

A man takes shelter in the shade of a telephone pole at a bus stop on Figueroa Ave., just north of 85th St. in South L.A., on a hot summer day. Sahra Sulaiman/Streetsblog L.A.

Riding my bike the 15 miles between my apartment and a Move L.A. forum on the future of transit at Southwest College on a dreary Saturday morning while battling the tail end of a stubborn respiratory infection was not among the brightest ideas I had ever had, I reflected as it began to drizzle and my hacking started getting the best of me.

But I hadn’t wanted to take the bus (buses, as, technically, I would have had to have taken two). Between the walking and the waiting for lines that run less frequently early on Saturday mornings, my door-to-door journey would probably come out at about two hours — half the time it took me to ride the route.

And the scenes I passed at bus stops on my way down the length of Vermont were not exactly selling bus riding to me.

The many, many folks crowding narrow sidewalks at unprotected bus stops looked rather miserable in the areas where rain was falling. Most yanked hats down over their ears, snuggled deeper into jackets, held newspapers or other random things over their heads to fend off the drizzle, and huddled over their kids to keep them dry. There are actual bus “shelters,” but they are few and far between, generally filthy and overflowing with trash, and offer little protection from the elements.

I even found myself dodging wet, frustrated people who had stepped out into the street to make the long-distance squint up Vermont that only regular bus riders can, searching in vain for a flash of orange. Others called out to ask if I had happened to pass a bus on its way to pick them up.

The state of the bus system in L.A. is not spectacular, in other words, despite the fact that it is responsible for ferrying 3/4 of all Metro transit riders (approximately 30 million people) back and forth per month.

But discussion of the bus situation was notably absent from the discussion on the future of transportation that unfolded over nearly five hours the morning of January 8.

Aside from the remarks of Southwest College alum Leticia Conley, who complained that some students’ ability to access education could be harmed by having to rely on buses that only ran once an hour, most of the discussion focused on rail.

The dotted blue lines represent Move L.A.'s proposal for expanded rail lines throughout L.A. County.

The dotted blue lines represent Move L.A.’s proposal for expanded rail lines throughout L.A. County.

In some ways, the oversight was by design. Besides gathering together leaders from the African-American community to talk about opportunities to make investments in transit translate into investments in the development of South L.A., the larger goal of the forum was to build support for putting a proposal for “Measure R2″ on the 2016 ballot. Read more…

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Eyes on the Street: Where Am I?

Eyes on the Street: Where on the Expo Line can you spot this mural? Photo: Damien Newton/Streetsblog L.A.

Eyes on the Street: Where on the Expo Line can you spot this Faith47 mural? Photo: Damien Newton/Streetsblog L.A.

I admit. Usually when I’m on the Expo Line, I’ve got my face buried in my phone or an old Dr. Who book. But last week, I was staring out the window and I noticed a beautiful mural of swans on the side of a building.

Doing a little digging, I discovered the mural has been there since August and was painted by famed Korean muralist Faith47. It’s not just a beautiful mural, it’s also part of a plan to beautify and revitalize a community.

So here’s a quick Eyes on the Street quiz. The first person who can tell me where this mural is wins a Streetsblog t-shirt. Honors system in place, no using the Internet.

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Eyes on the Street: Faulty Pedestrian Detour at Expo Phase 2 Construction

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Signs offering mixed messages at this pedestrian detour on Venice Boulevard at Culver Boulevard. Image via @topomodesto Twitter

Yesterday, Michael MacDonald @topomodesto tweeted two images that highlight L.A.’s lack of accomodation for pedestrians.

The photos were taken on eastbound Venice Boulevard at Culver Boulevard, one block west of the Metro Expo Line Culver City Station. Expo Phase 2 construction has blocked pedestrians from walking on Venice Boulevard’s south sidewalk. This sidewalk is where people would walk between downtown Culver City and the current Expo Line terminus. Instead, detour “cross here” signs direct pedestrians to scramble across Venice Stroad Blvd. Unfortunately, though, crossing Venice at this intersection is illegal. There’s a No Ped Crossing sign visible in MacDonald’s photo above.

It looks like the message to L.A.’s pedestrians is “just go away.”

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Same location on Venice Boulevard, view looking east. The under-construction Exposition Rail bridge is visible in the distance. Photo via @topomodesto Twitter

SBLA is excited for Expo 2 to open! It is disappointing, though, to see that, even when Los Angeles is constructing livability enhancements, the city cuts off pedestrian (and, often, bicycle) access. Two steps forward, one step back.

Perhaps Councilmember Huizar’s motion for better walking accommodations during construction will help. What I’d like to see: the political will to, at least now and then, make it less convenient to drive, and more convenient to walk, bike, and ride transit. Copenhagen did this during their Metro construction, and bicycling increased while driving declined.

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Editorial: Why Raise Fares When Metro’s Building Even More Free Parking?

Foothill Gold Line's Azusa-Alameda Station not-so-innovative site plan - 200 more parking spaces coming on line next year. Source: Gold Line Construction Authority website

Foothill Gold Line’s Azusa-Alameda Station site plan means 200 more surface parking spaces due to open in 2015. Source: Gold Line Construction Authority website

A couple of weeks ago, I posted an editorial asking Why Raise Metro Fares While Giving Away Metro Parking? At the time, I totaled parking for Metro’s BRT and rail lines at 19,450 parking spaces. Despite Metro’s plan to increase transit fares, the agency has no plan to increase parking charges. Metro gives more than 9 out of 10 spaces away for free. I did a conservative estimate of Metro’s parking revenue potential to be at least $3.5 million per year.

Turns out that it gets worse. Or better, depending on your point of view.

Metro’s building lots and lots of lots.

There are 2,435 more Metro parking spaces under construction. When the Gold Line Foothill extension opens in 2015, Metro will break the 20,000 mark with 1,525 new parking spaces. Also in 2015, Expo phase 2 will add 580 new parking spaces. In 2019, the Crenshaw Line will add 330 new parking spaces.

Metro’s overall total rail/BRT parking spaces will climb to 21,885. Using the same very conservative assumptions, I estimate that, with the additional spaces, Metro’s parking revenue potential will be at least $4.3 million per year.

After the earlier article, via Twitter and via the Source, Metro responded with the “doesn’t go far enough” argument:

Of course, $3.5 million doesn’t cover the projected budget shortfalls that Metro is projecting and using to justify the fare increases (the shortfalls begin at $36 million in FY 2016 and then rise).

I’ve always found this sort of assertion to be disingenuous. It’s sort of like being in a boat that’s leaking in five places, and refusing to fix one hole, because it doesn’t fix all of them at once.

Read more…

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Koretz Pushes Expo for a Little Collaboration on the Expo Greenway

Picture take earlier this afternoon at Exposition and Westwood, looking east at the future Greenway. Pic: Damien Newton

Picture take earlier this afternoon at Exposition and Westwood, looking east at the future Greenway. Pic: Damien Newton

Tomorrow, the Expo Construction Authority Board of Directors will hear a motion by Los Angeles City Councilmember Paul Koretz requiring “the CEO and staff to work collaboratively with the City of Los Angeles to ensure that the landscaping of the two projects (the Expo Greenway and the landscaping for the Expo Line) compliment each other…”

The Expo Greenway project would transform the area between Westwood Boulevard and Overland Avenue adjacent to the future bikeway and rail project into a sustainable urban greenway that would provide a corridor of native species, a stretch of open space, and a place where rainwater is sustainably moved back to the ground. Original plans called for a large parking lot in the area now slated for a greenway and botanical garden.

For those following the progress of the Expo Greenway for the past six years, this might seem a ho-hum motion. But for those working on the project, it’s big news. For the first time, Expo staff will be compelled to truly work with the City of Los Angeles on this project. While the two projects are still separate, coordination between the City and Expo hasn’t always been smooth. Advocates for the fully-funded bicycle path and other projects have long-complained that staff seems concerned with building a railroad and nothing else.

Koretz’s motion makes it clear that the Greenway is a part of the greater Expo vision, even if it’s not officially part of the Expo Line.

“Our office wants to make sure there is a seamless transition between the two projects,” says Jay Greenstein, the transportation deputy for Paul Koretz. “One day in the future people will visit these projects when they’re completed. Other than the sound wall, we don’t want them to be able to tell the difference between the Los Angeles project and the Expo Line project.”

Jonathan Weiss, a Cheviot Hills resident and long-time advocate for Expo rail and bicycle projects, is considered by many the driving force behind the Greenway.

“Expo was envisioned as multimodal green corridor promoting sustainability of natural resources;  it adapted for the 21st Century a 1930s plan to use parkways to connect recreational open spaces to the beaches.  Paul Koretz motion seeks to create the context for that to happen,”writes Weiss, who represents Koretz on the city’s Bicycle Advisory Committee.

“We will now have a multi-benefit greenway to provide urban runoff treatment, a simulated stream, green space, native landscaping, a tree-lined vegetative buffer, a bikeway, access to public transit, and educational and recreational opportunities.” Read more…

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Eyes off the Street: Expo Tracks in Northvale Trench

Photo: Jonathan Weiss

Photo: Jonathan Weiss

On Tuesday, Jonathan Weiss snapped this picture of the Expo Line tracks being placed in the Northvale Road trench. The trench runs along the southern end of Cheviot Hills and the track’s arrival is considered a construction mile stone by rail fans.

For comparison’s sake, check out this picture by Carter Rubin of the trench before Expo construction began.

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A Photo Essay of a Tour of Expo Phase II

Crews hard at work in a trench near Palms installing utilities for the future Expo Phase II. All pictures, Damien Newton/Streetsblog Los Angeles

Crews hard at work in a trench near Palms installing utilities for the future Expo Phase II. All pictures, Damien Newton/Streetsblog Los Angeles

When Stephen Villavaso, known to many Streetsblog readers as the volunteer traffic engineer who makes CicLAvia possible, asked me if I would like to ride along on a tour of Expo Phase II construction, I jumped at the chance. Villavaso is also one of the engineers working for Skanska-Rados Joint Venture – the design-build contractor of the Expo Line Phase II. Villavaso manages the design for the construction project which involves regularly driving up and down the future light rail and bike path talking to workers, monitoring construction, and just keeping abreast of everything that’s happening on site.

For those just joining us, the Expo Line is a 15.2 mile, $2.4 billion Exposition Light Rail Line that will connect Downtown Los Angeles to Santa Monica via Culver City. Construction on Phase I of the line, from downtown Los Angeles to Culver City, began in 2006 and opened to the public in 2012. Phase II of the project, which will extend the line out to Santa Monica, is now underway. Construction is expected to be completed by 2015 with revenue operations beginning the following year. The Expo Line is and will be run by Metro.

While I’ve been covering the Expo Line since before Streetbslog launched in 2008, it seems there is always something new to learn about it. On this day, I learned something that should seem obvious…building a light rail line is hard. I mean really hard.

I unexpectedly ended up discussing how to move power lines, how to protect existing underground utilities, how many different types of concrete are needed, how to protect workers during excavation, that maybe some federal safety requirements are a little over board, and a lot of other things.

But the good news is that progress is definitely happening. Even if it’s sometimes hard to see.

Where the Expo Line runs under an existing bridge just west of Motor Avenue, Villavaso explained that the last time he was there, a large trench was in the ground. This time, the trench had been filled and there was no sign that a lot of work had happened in the area.  ”This is really exciting,” he said gesturing to what now appeared to be just a dirt road. The last time he had done one of these tours was about a month and a half earlier, when he had been accompanied by Nat Gale from the Mayor’s Office.

We made six stops on our tour, starting at the Cloverfield/Olympic Bridge, going back to the start of Phase II at Venice Blvd., and stops at Palms and Motor before heading back into Santa Monica. In Santa Monica, we stopped at the Bundy/Centinela Station and the terminus (or beginning pending your point of view) at Downtown Santa Monica.

Our thanks to Stephen Villavaso for leading me around and answering my questions. My wife, who is also an engineer, was laughing at me while I was listening to the audio to write this story, so it must have taken some real self-control for Stephen to keep a straight face.

A full essay, with more of photographs from the project sites, is available after the jump. Read more…

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And Now the Reason Foundation Is Completely Wrong About Expo

Good news for everyone that doesn't do transit writing for a certain oil industry funded think tank. Image via The Source.

I wonder what it is about the Expo Line that makes conservative muckrakers lose their collective minds?

Earlier this week, Fox and Hounds published an op/ed by Los Angeles Business Journal Editor Charles Crumpley’s attack on the California Environmental Quality Act (CEQA) by telling an imaginary story about job loss because of a CEQA lawsuit against Phase II of the Expo Line. There was no job loss as a result of the lawsuit.

But that’s not the biggest whopper that’s been told about Expo. Last year, the Reason Foundation, an oil industry funded think tank that pretends to espouse Libertarian principles, declared the Expo Line a failure after sending two people to ride Phase I of the light rail line on its opening week and complaining that it wasn’t meeting its ridership projections for 2020. The line averaged 11,000 weekday boardings. Expo’s 2020 projections was 27,000.

After just about anyone that has ever examined a transit project laughed at Reason’s surreally lame attempt to examine ridership; the Foundation fired back a couple of weeks later with a whiny post that Expo still wasn’t meeting its 2020 ridership projections in its second month.

If major politicians and news outlets didn’t treat the Reason Foundation’s findings as though they were fact, we could all just laugh at them and walk away. Unfortunately, that’s not the case.  Fortunately, it’s really easy to show the Reason Foundation is completely and utterly inept when it comes to examining transit projects.

Yesterday, Metro announced that the Expo Line averaged 27,280 boardings every weekday, meeting its 2020 ridership projections a mere seven years ahead of schedule. Read more…

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NFSR Is Not Done with the Supreme Court Yet

Neighbors for Smart Rail, the group of homeowners that has fought the Expo Line running through their community, isn’t quite done yet. Despite Streetsblog’s proclamation after the California Public Utilities Commission gave the Expo Line the green light that the appeals were over, NFSR is now appealing the Supreme Court ruling.

The initial Supreme Court ruling was that while the Expo Construction Authority should have used current traffic conditions as the baseline for their traffic study in their environmental support documents, that the error was not so grave as to force a new EIR. In fact, several lower courts upheld Expo’s environmental documents and some of the Supreme Court justices felt that the document was just fine, future traffic study and all.

While it’s a long-shot, NFSR feels that the ruling has enough holes in it that the Supreme Court could change its mind if they can prove that the court accidentally mis-stated the law in its conclusion.

For those not familiar with the Supreme Court appeals process, it goes like this. Read more…