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Post by jdrcrasher on May 12, 2012 21:04:51 GMT -8
I recently mentioned this idea in one of the Blue Line Forum threads. First, you would obviously start at Union Station. Then, you would break off at a junction just after Downey Rd. You then run on the adjacent railroad ROW, eventually going through one of the densest cities in the United States: Cudahy, with a ppsm of more than 19,000. Here you could have a station. You then continue south on the ROW until you hit Paramount, where you could also have a station. Heading further south, you eventually approach the Long Beach Airport, and at 36th, you follow the ROW as it dips to the southwest, crossing Wardlow as well as Cherry. The ROW ends on industrial lots along the westbound side of the 405. Here you have a terminus station and a parking structure on these lots, in turn having Metrolink serve the general Long Beach area. Here's a look at my idea: maps.google.com/maps/ms?msid=200339723533799919299.0004bfe3923b35a48fc85&msa=0 |
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Post by gatewaygent on May 12, 2012 22:14:17 GMT -8
I like the idea. Question: I get the station off Firestone Bl./Atlantic Av., but out of curiosity, why the station on Alondra Bl. instead of Artesia Bl.?
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Post by Justin Walker on May 13, 2012 10:37:23 GMT -8
Commuter-rail-type service along the UP San Pedro Subdivision is certainly feasible (and is being looked at closely as part of the West Santa Ana Branch study). I particularly like the possibility of using the Lakewood Industrial Lead to reach Long Beach Airport. I'm not sure what other ridership drivers are along the corridor, though.
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Post by jdrcrasher on May 13, 2012 21:46:14 GMT -8
I like the idea. Question: I get the station off Firestone Bl./Atlantic Av., but out of curiosity, why the station on Alondra Bl. instead of Artesia Bl.? There seems to be slightly more job density in the former than the latter: farm5.staticflickr.com/4049/4682965192_a3b73f5c93_z.jpgAlthough, the population density map appears to show the opposite. What's nice about Alondra Blvd is that it's apparently grade-separated from the ROW. |
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Post by bzcat on May 14, 2012 14:50:40 GMT -8
This is interesting... is the southern portion of the ROW clear? Does it still have freight service? The norther portion could potentially be better used for Santa Ana Branch connection to Downtown LA, which means Santa Ana Branch and this proposed service will have to share the same mode (both heavy rail or both light rail).
Also, it's a bit unfortunate that the ROW ends up at the wrong side of LGB.
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Post by jdrcrasher on May 14, 2012 17:30:54 GMT -8
This is interesting... is the southern portion of the ROW clear? Does it still have freight service? The norther portion could potentially be better used for Santa Ana Branch connection to Downtown LA, which means Santa Ana Branch and this proposed service will have to share the same mode (both heavy rail or both light rail). Not necessarily. Why settle for one technology? You could have both projects share the ROW. There appears to be room for 3, or even 4, tracks through much of the route. Remember, if all else fails, you could try and share 1 or 2 tracks with freight. Yeah, that's kind of a bummer. But considering that a Rosemead/Lakewood light-rail corridor would run right in front of the airport. I don't think Metrolink ending up on the west side of the airport is all that big of a deal. Plus, like i said, this opens up opportunities to revitalize this area of Long Beach. |
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Post by bzcat on May 15, 2012 9:00:47 GMT -8
Agree on both counts but I have a feeling the northern portion, while wide, is not practical for mode sharing because of amount of existing traffic from freight, Metrolink, and Amtrak. You also have to take into account that CAHSR will use this same exit from Union Station to Anaheim. I believe CAHSR's plan to revive the Anaheim leg will feature lots of existing ROW and tracks and may involve upgrades/electrification of Metrolink corridor. HSR require wider ROW and that may preclude both this line and Santa Ana Branch from using the northern portion either as light rail or heavy rail.
But it's worth exploring... especially since electrification may be in the cards, at least in the northern portion.
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Post by Dan Wentzel on May 15, 2012 11:31:11 GMT -8
Wasn't there the possibility once of using the Harbor Subdivision corridor for Metrolink too? Downtown to LAX to South Bay?
I love to get the Green Line extended east to Metrolink too.
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Post by bzcat on May 15, 2012 14:57:23 GMT -8
Harbor subdivision Metrolink was eliminated from consideration for EIR. It is now officially "South Bay Metro Green Line Extension" study.
From the project website @ metro.net:
However, the ROW east of Crenshaw is being preserved so in theory, someone can revive the project down the road.
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Post by jdrcrasher on May 15, 2012 18:13:21 GMT -8
Agree on both counts but I have a feeling the northern portion, while wide, is not practical for mode sharing because of amount of existing traffic from freight, Metrolink, and Amtrak. You also have to take into account that CAHSR will use this same exit from Union Station to Anaheim. I believe CAHSR's plan to revive the Anaheim leg will feature lots of existing ROW and tracks and may involve upgrades/electrification of Metrolink corridor. HSR require wider ROW and that may preclude both this line and Santa Ana Branch from using the northern portion either as light rail or heavy rail. But it's worth exploring... especially since electrification may be in the cards, at least in the northern portion. If I remember correctly, the Union Station expansion project will feature two main levels at the station as well as at the future exit over the 101 freeway... one level for HSR, one level for Metrolink. |
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Post by rubbertoe on May 15, 2012 18:46:43 GMT -8
Agree on both counts but I have a feeling the northern portion, while wide, is not practical for mode sharing because of amount of existing traffic from freight, Metrolink, and Amtrak. You also have to take into account that CAHSR will use this same exit from Union Station to Anaheim. I believe CAHSR's plan to revive the Anaheim leg will feature lots of existing ROW and tracks and may involve upgrades/electrification of Metrolink corridor. HSR require wider ROW and that may preclude both this line and Santa Ana Branch from using the northern portion either as light rail or heavy rail. But it's worth exploring... especially since electrification may be in the cards, at least in the northern portion. If I remember correctly, the Union Station expansion project will feature two main levels at the station as well as at the future exit over the 101 freeway... one level for HSR, one level for Metrolink. jd, I don't believe thats correct. The last drawing that I posted for the LAUS plan had the HSR tracks on the same level as the other tracks. They backed off from the bi-level solution because it was too costly. All the HSR tracks and some of the current normal tracks would then cross over the 101 going to points South. Here it is, though this came out almost 2 years ago:  |
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