Re: Downtown Connector EIS/EIR « Reply #676 on Dec 4, 2011, 4:20pm »
The MTA says "Metro anticipates completing the Final EIS/EIR by the end of 2011." at the Regional Connector Web site, so we should be hearing something soon.
Maybe Eli Broad's proposal convinced them to slow down a little. Certainly, this project has been discussed up the wazoo, but it is also a very important project which has gone through a lot of changes. I'm still not happy with 1) not enough entrances and 2) no Financial District station, but I also realize (and am frustrated by) the funding constraints.
Also, people have threatened lawsuits for pushing EIRs through too quickly, so maybe...
I'd like to see this get done as fast as possible, but no faster.
( Geez, I'm sounding like a one-man version of the discussion of the Expo Line opening XD )
« Last Edit: Dec 4, 2011, 4:22pm by James Fujita »
The Wilshire Grand is going to be demolished, and replaced with a 45 story hotel with 540 rooms, and a 65 story office tower with 1.1 million sq/ft of office space. The current hotel has 896 rooms. The completion in 2015 should coincide nicely with the opening of Expo 2, though the RC is a few years later.
Re: Downtown Connector EIS/EIR « Reply #678 on Dec 23, 2011, 1:37pm »
I'm glad that they are going to do something big and interesting to replace the Wilshire Grand, but is this going to be a TOD? There's a difference between Transit Oriented and Multi-Use.
The location is clearly perfect for a direct link between the subway station and the property, unless there's some tricky underground stuff that I wouldn't know about.
A new station entrance, for example. The Times says there's going to be a public plaza and shops, which would be where somebody could potentially put the Metro Rail "M" sign. But I haven't heard anything.
Re: Downtown Connector EIS/EIR « Reply #679 on Dec 23, 2011, 2:49pm »
James, The NW corner of Figueroa and 7th I don't believe will have access to the DC directly. The tunnel will be going up Flower, and the new building(s) will be 1 block WNW of the DC tunnel. That corner is only about 200 ft from the current 7th/Metro station, so it will serve those buildings well.
I guess when I said TOD, I really meant that the office building would be a prime destination for workers taking the subway or the light rail lines. That would be the second tallest building in LA BTW. There is nothing smarter than building very tall buildings either directly above or adjacent to subway stops, unless they are high schools of course
Re: Downtown Connector EIS/EIR « Reply #680 on Dec 23, 2011, 7:35pm »
I don't think we should be calling a project a TOD unless it has some solid, direct connection to transit.
Developers should really make more of an effort if they claim to be building TOD. (Better yet, they could be required to make transit improvements as part of their EIR traffic mitigation.) Otherwise, they're just using a popular but poorly-understood term to gain public support for a project which may be just as auto-oriented as the next project.
In this case, a direct link is possible: there's already a subway/ light rail entrance at the corner of 7th/ Figueroa, so the existing pedestrian tunnel there could be extended. I'm not sure of the engineering, but it seems reasonable, especially as this will be a whole new development.
Of course, it is good that there will be new development near the 7th/ Metro station, which is a core hub of the Red Line and Blue Line and will soon be an important part of the Regional Connector.
But let's not go too far with praising it unless they do something to encourage transit use.
« Last Edit: Dec 23, 2011, 7:37pm by James Fujita »
I don't think we should be calling a project a TOD unless it has some solid, direct connection to transit.
Developers should really make more of an effort if they claim to be building TOD. (Better yet, they could be required to make transit improvements as part of their EIR traffic mitigation.) Otherwise, they're just using a popular but poorly-understood term to gain public support for a project which may be just as auto-oriented as the next project.
In this case, a direct link is possible: there's already a subway/ light rail entrance at the corner of 7th/ Figueroa, so the existing pedestrian tunnel there could be extended. I'm not sure of the engineering, but it seems reasonable, especially as this will be a whole new development.
Of course, it is good that there will be new development near the 7th/ Metro station, which is a core hub of the Red Line and Blue Line and will soon be an important part of the Regional Connector.
But let's not go too far with praising it unless they do something to encourage transit use.
Right. The best way to encourage transit use is to significantly reduce the parking requirements, thereby making the development more affordable for the developer, which will make it cheaper to the end user and people will be encouraged to use transit as an alternative. By continuing to build massive parking garages and abundant parking, it defeats the purpose of Transit Oriented Development and instead becomes just "Transit Adjacent Parking".
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Re: Downtown Connector EIS/EIR « Reply #682 on Dec 28, 2011, 8:24am »
I'm not sure if it was mentioned earlier in this thread - but is there a plan for that empty lot on 2nd and Broadway? That seems more than ripe for a TOD with the stop that's going to be right there along with the Civic Center station right across the street.
I'm not sure if it was mentioned earlier in this thread - but is there a plan for that empty lot on 2nd and Broadway? That seems more than ripe for a TOD with the stop that's going to be right there along with the Civic Center station right across the street.
That parcel is owned by the federal government. The plan was to build a courthouse for $334 million but the cost has skyrocketed to $1 billion. Future plans are to be assessed by either continuing with the proposed courthouse, selling to county or waiting. Unfortunately, this parcel is still in the hands of the federal government.
Re: Downtown Connector EIS/EIR « Reply #684 on Dec 29, 2011, 1:20pm »
In the long run, it may be better to wait for the right transit-oriented project, rather than build whatever on that spot.
I believe the station is planned for the parking lot directly south of the L.A. Times. It doesn't seem like it would take much effort to build it in such a way that a link across the street can be established. It's still a while before the first shovel gets turned.
And a courthouse would be just about good enough for a station entrance; whereas something like the new Wilshire Grand could have, if the developers had the right kind of imagination, a whole underground level linking to the station.
And there's still also the Mangrove/ Nikkei Center across from the Little Tokyo Sta. as well....
« Last Edit: Dec 29, 2011, 1:21pm by James Fujita »
I guess EIR didn't get released before end of the year like Metro promised. Oh well... at least we got the Crenshaw line EIR done.
The latest reported by Metro was early Jan., which would put the EIR in line for approval at the Feb. Board meeting. This was just announced in mid-Dec., so I am pretty confident we'll see it very soon.
The Westside Subway is behind on its EIR as it was to be released in 2011 and no word when that will be done, although it is understandable given the probable lawsuit by Beverly Hills. Hopefully, they are getting close on that one too.
Re: Downtown Connector EIS/EIR « Reply #688 on Jan 13, 2012, 3:22pm »
I'm glad to see that the FEIR is finally going to be released.
I don't think anybody can legitimately complain that there hasn't been enough meetings, discussion and arguments about this very short yet very vital rail line.
What we have ended up with isn't perfect, but it's certainly an important part of this balanced rail transit system.
There's really nothing left to discuss. Hopefully, as we move forward, the MTA will continue to explain: here's what construction is and isn't, what it will involve, what the community ought to be prepared for, how long it will take, all of the steps and so forth.
« Last Edit: Jan 13, 2012, 3:23pm by James Fujita »
The discussion became quite one-sided after the last series of meetings were over. Cut 5th Street station. Cut entrances. Value engineer this project to the point where it's public benefit has been seriously compromised.
There is one thing to discuss: thumbs up or thumbs down. This project has not yet been approved by the Metro Board. And at $1.5 billion $1.77 billion, this is by no means a no-brainer.
« Last Edit: Jan 13, 2012, 5:53pm by metrocenter »
The discussion became quite one-sided after the last series of meetings were over. Cut 5th Street station. Cut entrances. Value engineer this project to the point where it's public benefit has been seriously compromised.
There is one thing to discuss: thumbs up or thumbs down. This project has not yet been approved by the Metro Board. And at $1.5 billion, this is by no means a no-brainer.
People who were upset didn't think about the alternatives Metro was proposing. The big one was expanding the reach of 7th Street/Metro Center station to entrances at 6th street. It looked like the community blew that away. With an entrance on 6th street, the 5th street station is not really needed. Though nice, it's not worth it anymore.
Re: Downtown Connector EIS/EIR « Reply #692 on Jan 14, 2012, 12:46pm »
We had previously speculated how the new underground LT station would affect the current Gold Line, and how long the Gold Line operation would need to be shut down. Here is the answer:
In order to maintain rail service to the Eastside Gold Line during construction, Metro would construct a temporary bypass rail connection around the 1st and Alameda Streets intersection.Approximately one year after start of the construction contract, Metro Gold Line service would be temporarily halted for a period of approximately two to four weeks in order to connect the temporary bypass with existing track immediately south of the existing Little Tokyo/Arts District Station to existing track on 1st Street at Garey Street. During this period, rail service would continue to be provided to the existing Little Tokyo/Arts District Station from Union Station and Pasadena. However, a bus bridge would be needed from Little Tokyo/Arts District Station to all stations further east in the direction of Atlantic Station. Metro would evaluate the possibility of running train service from Atlantic Station to Pico/Aliso Station during this period. Once the temporary bypass is completed and tested, rail service would resume along the entire Metro Gold Line.
Following approximately three to four years of construction, another service interruption of approximately four to six weeks in duration would be required to construct the final section of tracks along 1st Street between Vignes and Hewitt Streets, and to connect the new rail line to the existing Metro Gold Line. During the service interruption, rail service could be maintained from Union Station to the existing Little Tokyo/Arts District Station. Again, a bus bridge would service stations along the Metro Gold Line east of Little Tokyo/Arts District Station.
A likely subsequent scenario would be completion and testing of the Regional Connector, then beginning service along the proposed East-West Line, allowing the new 1st/Central Avenue station to have regional rail service from the Eastside through the Regional Connector to 7th Street/Metro Center Station, continuing on to Santa Monica via the Metro Expo Line.
Once the new East-West Line service is operating, the bus bridge would be shortened to run only between the new 1st/Central Avenue station and Union Station for a period of approximately one year. During this time, construction and testing of the segment of the Regional Connector from the new 1st and Alameda junction to the existing embankment north of Temple Street, would be completed.
Re: Downtown Connector EIS/EIR « Reply #693 on Jan 14, 2012, 1:04pm »
So, here is the short version. A short disruption 1 year into construction to put in new bypass tracks South of LT, so the current Gold Line can continue operating. 2-3 years later, another disruption, so they can tie in the new RC tracks East of Alameda down 1st.
Sometime later when the RC is then checked out, they will tie in the RC to the current GLEE extension. They will then run trains from the Westside to the current GLEE, with East-West service, like the final configuration will have. At that time, rail service between LT and Union Station will cease. They will have a bus bridge between the LT station and Union Station for one year
Then finally they tie in the tracks North of the current LT station into the RC. At that point the RC will essentially be finished, and they can run both East-West and North-South service.
The biggest problem I see here is that the newly established GLEE riders who have been going to Union Station will have to make the last hop over a bus bridge for an entire year. Yikes. And after that, they will still need to do a transfer at the new LT station to catch a North-South train into Union Station. But that won't be the case for probably 6 years at the soonest.
Re: Downtown Connector EIS/EIR « Reply #694 on Jan 14, 2012, 9:15pm »
If it were road infrastructure we were talking about, I guarantee the longest shutdown would be 3 days (long weekend). Look at the work on the SF bay bridge, which is someone similar to what theyd be doing here.
I can imagine the reaction now "Oakland drivers will utilize a ferry bridge for approximately 1 year"
But this is transit we're talking about. Whats an additional 20 minutes to the commute?
Re: Downtown Connector EIS/EIR « Reply #696 on Jan 15, 2012, 12:09pm »
In all fairness, there's a difference between what you can do to detour around a road construction project and what can be done to detour around a rail construction project. Cars tend to be a bit more flexible in this regard than trains, and you rarely have to close an entire freeway like they did with cliche-mageddon.
The good news/ silver lining is, it does sound like Little Tokyo won't need to lose rail service during the construction period. It should either be linked to Union Station or to 7th/ Metro pretty much the entire time. I'm a little concerned that Little Tokyo may take an economic hit during the inevitable disruption of construction, so it would be good if Metro can at least keep a rail lifeline in place.
« Last Edit: Jan 15, 2012, 12:12pm by James Fujita »
Re: Downtown Connector EIS/EIR « Reply #697 on Jan 15, 2012, 3:30pm »
I continue to not understand why some rail tasks have become so difficult and time consuming. Sometime in the 1950s, when PCCs were about to replace the double ended cars on the S and V lines, I watched a LATL track crew replace a section of straight track with a curve (to allow the PCCs to go around the new loop at 8th & Western). Everything was made ready, the old rail was cut out and the new rail lifted in, all between runs. Service never stopped. Why is that no longer possible?
Re: Downtown Connector EIS/EIR « Reply #698 on Jan 15, 2012, 3:57pm »
I've been reading parts of the FEIR. The thing is huge, and full of technical details that's probably more interesting to bureaucrats, architects and engineers than to the general public. Still, there's some good stuff in there (also interesting comments from transit fans and Little Tokyo fans).
For example, Appendix J, the Station Planning Toolkit is a good bit.
I'm not a huge fan of transit plazas in general, but if we must have them, it's good to have guidelines for allowing events and retail at the plaza.
This section should be engraved in stone at MTA HQ:
"Transit stations should be designed not only for their primary function of travel to and from a community, but also as a center for community life."
Further down in the same document: "Place transit stops near high-activity areas like high retail streets and public places." "Encourage ancillary services, such as retail kiosks, in transit waiting areas to generate pedestrian activity." "Facilitate the provision of public amenities and services, such as retail locations, information kiosks, seating areas, meeting places and event venues."
These all seem like "well duh" to me, but it's funny how these things can get lost if not specifically mentioned.
EDIT: I must admit, I'm less happy about the section on avoiding pedestrian tunnels. I find it hard to believe that it would be more of a safety hazard than the street crossing it would replace.
« Last Edit: Jan 15, 2012, 4:04pm by James Fujita »
Re: Downtown Connector EIS/EIR « Reply #699 on Jan 18, 2012, 12:53pm »
Very glad the pocket track on 5th/Flower is retained so we can add another Downtown station in the future.
Project time line
Draft EIS/EIR Published September 3, 2010 Draft EIS/EIR Comment Period September 3, 2010 to October 18, 2010 Metro Board Identifies Locally Preferred Alternative October 28, 2010 Final EIS/EIR Published Fall 2011 FTA Record of Decision Winter 2011 Final Design 1-2 Years Construction 4 Years Revenue Service Begins As early as 2019
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