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Post by bzcat on Nov 1, 2011 10:15:58 GMT -8
So this the start of the Cresnshaw construction thread?
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Post by metrocenter on Nov 1, 2011 12:28:43 GMT -8
^ I think that was the idea. The FEIR is now finished.
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Post by metrocenter on Nov 29, 2011 9:22:57 GMT -8
This article in today's LA Times discusses the transit-oriented design around the Inglewood station. Architect offers a home-grown vision of a new Inglewood The coming light-rail station could be a catalyst for change, he says. Some local merchants are already on board.By Dalina Castellanos, Los Angeles Times, November 26, 2011
There was a time when Inglewood's Market Street hummed with activity — department stores, bustling movie houses and a steady stream of pedestrians.
Now the department stores are largely gone, the movie theaters have closed and vendors fight for business on a street that's grown tired.
But architect and artist Chris Mercier sees something far livelier — water from Centinela Springs flowing alongside the sidewalks, rooftops farms and aeronautic-looking windmills that would add an offbeat and colorful touch to the city's main artery.
For the moment, though, Mercier's dream for bringing a street scene back to the thoroughfare is just that. A dream. He doesn't have funding for his vision of a revitalized Inglewood, nor does he have the blessing of City Hall. But inspiration? He has no shortage of that.
Mercier and his design crew at (fer) Studio in Inglewood have developed scale models, computer presentations and graphic renderings to show off his concept for breathing life back into the once-bustling downtown.
"We want development that grows out of the community, not just one that is a part of it," Mercier said. "If you think about Inglewood, it's hard to picture it because it lacks identity. It's a city on the verge of potential."
When the Metro Transit Authority approved plans in 2009 for the light-rail Crenshaw Line to have a stop near Market Street, Mercier and his team wondered why the city didn't develop plans to take advantage of the train stop.
"The city has no idea it should be involved in this," he said. "It shouldn't be about the station, it should be about how the station helps the city." With the right plan, Mercier said, the city could lure commuters and travelers back to Market Street.
"Nobody sees Inglewood as 'the place' to go. This could change that."
The decline on Market Street seems to mirror the setbacks elsewhere in town. The Lakers once played at the grandiose Forum and A-listers turned out to watch the horses at the once-elegant Hollywood Park. The Lakers are long gone and, although the horses still run at Hollywood Park, there is talk that it will eventually be torn down and replaced with condos.
On Market Street, department stores like J.C. Penney and Sears are gone and vendors occupy the shells of other storefronts that have been deserted.
"The city didn't protect it," Tsering Thondup, owner of Vajra Books and Gifts, said of conditions on Market Street.
"They already did a revitalization. The original idea was for it to be another Santa Monica Promenade, but it didn't work," said Thondup, whose business is in what once was Lynn's Clothing. "Instead of making cosmetic changes, Inglewood needs something that will bring the businesses and the people back in."
The studio's plan has generated some buzz in community circles. No official plan has yet been submitted to the city, though a couple of City Council members have openly backed the project. Repeated attempts to reach city officials were not successful.
The studio has worked on other projects across the nation, including a commercial building in Louisville, Ky., and Jewel City Diner in Glendale, but they're hoping to create something closer to home.
"We're a local architectural firm," Mercier said. "If we're not going to step up, someone else will."
Their proposed blend of organic ingredients and inclusive features has been on display at the Inglewood Library, furthering their attempts to engage community members.
MonaLisa Whitaker, executive director of Inglewood Cultural Arts, said the plan is appealing and its green elements should be embraced.
But Whitaker said she has encountered resistance from City Hall in the past while seeking approval for art programs.
"The thing that's really been an obstacle is the constant change of city administrators and officials," she said.
But she sees a new stability in town. "It's time to move forward with making some progress," she said.
Copyright © 2011, Los Angeles Times
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Post by Dan Wentzel on Nov 29, 2011 16:04:39 GMT -8
Those who support a Westchester Station are now looking at Hindry Street. Clamoring for Crenshaw: Politicians Want 2 Westchester StopsThere were once discussions around a proposed Westchester station at Manchester and Aviation, but when the final environmental impact report for the Crenshaw Line was released earlier this year, Manchester didn't make the cut--Metro says it's because ridership projections were low and some residents voiced opposition. But a station at Hindry, a little bit further east, is proving more popular. The at-grade station would be cheaper than Manchester (approximately $12 million compared to $82 million). Supporters also point out that without the Hindry stop, there would be a three and a half mile gap between the LAX station at Century and Aviation and the next stop near La Brea--most rail lines have a station about every mile. Westchester: Rosendahl seeks support for Hindry Avenue station via online petition“Supervisor Knabe’s motion to include the Hindry/Westchester station in the upcoming Crenshaw/LAX Corridor project construction bids would provide for a future Westchester station if it can be designed and constructed within the project budget,” the petition states. “The motion would also keep open the opportunity to pay for a station from sources outside the Metro budget, should funding become available.“A Hindry station could spur the type of urban renewal that would bring vast economic and community benefits to this under-utilized corridor in Westchester,” the online petition continues. “Further, it would close an unusually long gap of 3.5 miles between stations in the currently approved project.”
In his last act as the supervisor for Westchester, Knabe submitted a motion earlier this month to include the Hindry station, which has been cleared environmentally by MTA. Under the county’s approved redistricting map, Westchester is now represented by Second District Supervisor Mark Ridley-Thomas.
“An at-grade station alternative near Hindry should be advanced in the Crenshaw/LAX Transit Project’s design and construction (request for proposal), in a manner similar to but not competing with the Vernon (Leimert Park) station, in order to not preclude a station in Westchester if that station can be designed and constructed within the project budget,” Knabe’s motion reads.
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Post by Dan Wentzel on Dec 1, 2011 9:18:45 GMT -8
Does anyone who knows this area better than I do have an opinion on the move towards having an at-grade Westchester Station at Hindry Street?
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Post by bzcat on Dec 1, 2011 12:26:02 GMT -8
Hindry is better because it is a lot closer to Randy's Donut!!! Just kidding... A station located on or near Manchester Ave/Aviation Blvd was always preferred because it will be highly visible "neighborhood station" and close to business/retail district on Manchester. This location is also connected to the residential areas to the west of Aviation via 1-block walk on Manchester. Moving to Hindry means the station will be on Florance Ave instead of Manchester. The location is not terrible but it's more isolated. There are no retail destination on this section of Florance and it is a much longer walk to the residential area to the west. It will be kind of similar to the Douglas station on the Green line... only about 1/4 mile from Rosecrans (the "Manchester Ave" equivalent) but you'd never know it existed unless you already know about it. But if the choice is between a more expensive aerial station at Manchester/Avaition that may not happen or a less expensive surface station at Florance/Hindry that could happen, I think the choice is obvious... you go with Hindry. And Hindry has the potential to be redeveloped. The area is basically all warehouses and light industrial right now. The city could rezone it for multi-family housing. That's a plus... but so could the Manchester location.
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elray
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Post by elray on Dec 7, 2011 23:48:08 GMT -8
Does anyone who knows this area better than I do have an opinion on the move towards having an at-grade Westchester Station at Hindry Street? I grew up in the area, and I've walked it routinely during the Rapid 715 era, when there was simply no reason to wait for a bus between Sepulveda and Market, ever. Better to opt for "no build" than Hindry. Hindry is even more isolated than Manchester. You aren't going to convince many residents of Westchester to walk that route. It simply isn't safe, and LAPD, LASD, and Inglewood PD aren't going to change that. Hindry is probably better suited to new residential development, offering a few more large parcels than the handful on Manchester, but I'd hate to sacrifice light-industry employment just for more housing units. Better to build what you can on Manchester.
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Post by Dan Wentzel on Dec 14, 2011 16:17:21 GMT -8
For tomorrow's Metro Board of Director's Meeting: Item 35 The Board will consider approving a motion by Board Member Don Knabe to add an at-grade Westchester station near the intersection of Florence Avenue and Hindry to the Crenshaw/LAX Line on the condition the contractor with the winning bid on the project can build the station within the project’s budget of about $1.7 billion. The Board will also consider adding a pecking order for additional stations: if a contractor could only build one additional station under their bid, a Leimert Park station would come first.
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Post by Philip on Dec 14, 2011 17:40:31 GMT -8
I don’t know the area very well, but based on what I’ve read here and elsewhere, my first instinct would be to still try and keep the station at Manchester and Aviation.
It still baffles me that if the line was built with all the amenities requested (fully grade separated with all stations), this 8.5 mile line would cost somewhere north of $2 billion. Can we all take a step back and ask how this is even possible? I don’t mean to rant; I know public transit lines are expensive, but there’s a part of me that (aside from inflation, which is a reality) feels these lines are purposely made out to be so expensive that it becomes impossible for them to become a reality (effectively killing the project so it never has to be built). High speed rail, with its (brand spanking new?) price tag of $98 billion comes to mind as a chief example of this.
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Post by Dan Wentzel on Dec 15, 2011 14:48:08 GMT -8
From The Source:
•(Item 35) The Board considered approving a motion by Board Member Don Knabe to add an at-grade Crenshaw/LAX Line station in Westchester. The motion calls for the station being built near the intersection of Florence Avenue and Hindry on the condition that the contractor with the winning project bid can build the station within the project’s budget of $1.7 billion. Board Member Ridley-Thomas shared his concern, and those of a South LA community group, that the Leimert Park station, be built in advance of a Westchester station. Ridley-Thomas also underscored his concern about the agency’s “vulgar inconsistency” with regard to the location of stations and provision of service to different parts of the city. Knabe’s original motion proposed a pecking order for additional stations such that, if a contractor could only build one additional station, the Leimert Park station would be built first. With slight modification per Ridley-Thomas’ concern, the motion was unanimously approved.
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Post by Philip on Dec 15, 2011 15:04:05 GMT -8
There’s no question that if only one station can be built, it should be the Leimert Park station.
The Manchester station, sad as it would be to lose, could still be built eventually, either aerial or at-grade.
If the Leimert Park station is gutted, it’s pretty much done for.
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elray
Junior Member
Posts: 84
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Post by elray on Dec 16, 2011 15:58:51 GMT -8
There’s no question that if only one station can be built, it should be the Leimert Park station. The Manchester station, sad as it would be to lose, could still be built eventually, either aerial or at-grade. If the Leimert Park station is gutted, it’s pretty much done for. I'd rather see Leimert Park placed first in line, to serve MRT's audience, than compromise and build Hindry at the expense of Manchester.
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Post by rubbertoe on Dec 31, 2011 8:23:47 GMT -8
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Post by metrocenter on Jan 2, 2012 10:23:56 GMT -8
Well the next step will be to put this project out to bid and see what comes back.
I am still stunned by the price tag. Even with the additional tunneling, I can't imagine this project could cost $1.7 billion, or more.
To me, there is no question that Leimert Park station is more important than the Manchester station. However, it is also projected to cost far more than the Manchester station. So by "prioritizing" Leimert Park over Manchester, Metro will essentially be saying "build both or build neither".
But lost in all this debate about stations is the other major value of the line: connectivity. The LAX connection and the new (additional) link between the Green and Expo lines are incredibly important benefits. I really hope the line still gets built, despite the skyrocketing price tag and increasingly "nuclear" rhetoric from the "Fix Crenshaw" people.
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Post by bluelineshawn on Jan 21, 2012 11:22:45 GMT -8
Never noticed this before, but Crenshaw is not only scheduled to start major construction this year, it's expected to start major construction before Expo Phase 2! It looks like they expect major construction in a few months despite the fact that the RFP hasn't been issued yet?!? Project Schedules
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Post by masonite on Jan 21, 2012 11:46:23 GMT -8
Never noticed this before, but Crenshaw is not only scheduled to start major construction this year, it's expected to start major construction before Expo Phase 2! It looks like they expect major construction in a few months despite the fact that the RFP hasn't been issued yet?!? Project SchedulesI saw that too, but I really think that is a typo as it is all but impossible. They have to issue a RFP and then select a contractor and then design at least a good portion of it and still clear the ROW on Crenshaw at least. They also have to deal with the lawsuit and try to get approval from the courts to begin construction. I suppose building on the Harbor Sub will be relatively easy, because it is already a working train track so maybe they won't have to do any real utility relocation there (I don't know). Anyway, I don't see how they will get much of anything started in 2012 much less by summer. Meanwhile, on Expo II, there really doesn't seem to be too much from stopping real major construction to begin. They have to finish more of the design, but are already well over half done with that. As of a few months ago, they were planning on starting some of the bridge foundations in Jan. or Feb. No word on that as not much seems to be going on with Phase II as far as news (Phase I continues to take all the discussion). I would certainly consider the bridge foundations, major construction.
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Post by carter on Jan 21, 2012 15:55:07 GMT -8
Meanwhile, on Expo II, there really doesn't seem to be too much from stopping real major construction to begin. They have to finish more of the design, but are already well over half done with that. As of a few months ago, they were planning on starting some of the bridge foundations in Jan. or Feb. No word on that as not much seems to be going on with Phase II as far as news (Phase I continues to take all the discussion). I would certainly consider the bridge foundations, major construction. At this risk of getting a little side-tracked (train pun!) I'll clarify the Expo Phase 2 schedule. Most of 2012 is going to be spent prepping the right-of-way: clearing obstructions/debris, grading it, decontaminating the soil from 100-years of leaky train grease, etc. Later on in 2012 the contractor will start work on the bridge foundations. thesource.metro.net/2011/11/16/expo-phase-design-moves-forward-as-preliminary-construction-gets-underway/
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Post by bluelineshawn on Jan 21, 2012 16:34:52 GMT -8
Carter, I remember reading that when you posted it on the Source. I was disappointed because when Rick Thorpe mentioned at TTC meeting back in August that Skanska wanted to have columns in the ground by the end of the year I assumed that he meant 2011, not 2012.
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Post by carter on Jan 22, 2012 10:43:28 GMT -8
Carter, I remember reading that when you posted it on the Source. I was disappointed because when Rick Thorpe mentioned at TTC meeting back in August that Skanska wanted to have columns in the ground by the end of the year I assumed that he meant 2011, not 2012. Yeah, I gotta think he meant "end of the first year of construction" aka 2012. To get back to the Crenshaw line, I drove by the right-of-way on Florence the other day and given all the planned grade separations, I really think this is going to be one of the speedier trains in the system.
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Post by masonite on Jan 22, 2012 11:33:46 GMT -8
Meanwhile, on Expo II, there really doesn't seem to be too much from stopping real major construction to begin. They have to finish more of the design, but are already well over half done with that. As of a few months ago, they were planning on starting some of the bridge foundations in Jan. or Feb. No word on that as not much seems to be going on with Phase II as far as news (Phase I continues to take all the discussion). I would certainly consider the bridge foundations, major construction. At this risk of getting a little side-tracked (train pun!) I'll clarify the Expo Phase 2 schedule. Most of 2012 is going to be spent prepping the right-of-way: clearing obstructions/debris, grading it, decontaminating the soil from 100-years of leaky train grease, etc. Later on in 2012 the contractor will start work on the bridge foundations. thesource.metro.net/2011/11/16/expo-phase-design-moves-forward-as-preliminary-construction-gets-underway/ That is a change from earlier. Rick Thorpe had clearly talked about work starting on the bridge foundations at the beginning of 2012.
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Post by bluelineshawn on Jan 22, 2012 18:08:23 GMT -8
Masonite is correct. My memory was a little off. Start at 13:30.
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Post by metrocenter on Feb 8, 2012 13:21:22 GMT -8
Oops I put that in the wrong place. It has now been moved.
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Post by macross287 on Jun 1, 2012 15:52:21 GMT -8
So a friend I decided to go visit Lemeirt Park last weekend, we got there by walking south from the Crenshaw Station. I have to say that I really enjoyed the vibe the area gave and now I really hope that Metro finds away to at least build an at-grade station at 48th street. It would seem like such a waste to have the line miss this place though ideally a station at Vernon would have be preferred.
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Post by thanks4goingmetro on Jun 5, 2012 12:31:07 GMT -8
Crenshaw Line is under construction now with advanced utility relocation now occurring along the right of way. There was a press conference in the area of the freshly (and beautifully done) renovated Baldwin Hills Crenshaw Plaza Mall on Crenshaw/MLK Blvd.
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Post by metrocenter on Aug 28, 2012 15:45:32 GMT -8
This story in Curbed.LA from about a month ago was missed by everybody, myself included. Crenshaw Line Has Broken Ground, Will Have Underground Stations and Crenshaw Plaza AccessRobert Ball, the project manager for the Crenshaw Line light rail project, stopped by a recent meeting of the Transit Coalition advocacy group and, according to their newsletter, had lots of juicy details on the project, which will connect the Green Line to the Expo Line (and hopefully get riders to LAX, likely via a people mover). The biggest news was that a contractor has already been hired to build the line, and a ceremonial groundbreaking was held June 4 (who knew?). The eight and a half mile line should be relatively speedy, as Ball said it was 55 percent grade-separated, meaning it runs above or below the street. Because of pressure from Los Angeles World Airports (which operates LAX) and the FAA, the train will run in a trench near the airport, and then mostly travel along the Harbor Subdivision railroad right-of-way. Ball also noted that the first Inglewood station will be a subway stop and will be built east of La Brea, since the Inglewood fault runs right under the boulevard. On its way to the Expo Line, the train will pass right by the Baldwin Hills Crenshaw Plaza. "Mall officials approached Metro, asking to place an entrance on the west side of the street instead of on the east side," according to the Transit Coalition's Numan Parada. "The station would feature a design that is related to the historic shopping center building that currently houses a Walmart." The mall currently has no pedestrian entrance on Crenshaw, but operators of the plaza agreed to build one so transit riders can more easily drop some cash. The line's terminus will be a subway station below the at-grade Expo Line Crenshaw station; "the below-grade option would allow for a future extension of the line towards Hollywood, according to Ball." All the Crenshaw Line's underground and elevated stations will feature escalators, Ball noted, which is a change from Expo's "el" stations, which only have stairs and elevators. The Transit Coalition newsletter doesn't mention anything about a station in the heart of Leimert Village--the community has clamored for one, and Metro said it would only be built if the contractor can build one within the project's $1.75 billion budget. There's also no news about the status of the lawsuit against the line, which alleges CEQA abuses for an at-grade portion of the train in Park Mesa Heights.
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Post by LAofAnaheim on Aug 28, 2012 16:07:04 GMT -8
This story in Curbed.LA from about a month ago was missed by everybody, myself included. Crenshaw Line Has Broken Ground, Will Have Underground Stations and Crenshaw Plaza AccessRobert Ball, the project manager for the Crenshaw Line light rail project, stopped by a recent meeting of the Transit Coalition advocacy group and, according to their newsletter, had lots of juicy details on the project, which will connect the Green Line to the Expo Line (and hopefully get riders to LAX, likely via a people mover). The biggest news was that a contractor has already been hired to build the line, and a ceremonial groundbreaking was held June 4 (who knew?). The eight and a half mile line should be relatively speedy, as Ball said it was 55 percent grade-separated, meaning it runs above or below the street. Because of pressure from Los Angeles World Airports (which operates LAX) and the FAA, the train will run in a trench near the airport, and then mostly travel along the Harbor Subdivision railroad right-of-way. Ball also noted that the first Inglewood station will be a subway stop and will be built east of La Brea, since the Inglewood fault runs right under the boulevard. On its way to the Expo Line, the train will pass right by the Baldwin Hills Crenshaw Plaza. "Mall officials approached Metro, asking to place an entrance on the west side of the street instead of on the east side," according to the Transit Coalition's Numan Parada. "The station would feature a design that is related to the historic shopping center building that currently houses a Walmart." The mall currently has no pedestrian entrance on Crenshaw, but operators of the plaza agreed to build one so transit riders can more easily drop some cash. The line's terminus will be a subway station below the at-grade Expo Line Crenshaw station; "the below-grade option would allow for a future extension of the line towards Hollywood, according to Ball." All the Crenshaw Line's underground and elevated stations will feature escalators, Ball noted, which is a change from Expo's "el" stations, which only have stairs and elevators. The Transit Coalition newsletter doesn't mention anything about a station in the heart of Leimert Village--the community has clamored for one, and Metro said it would only be built if the contractor can build one within the project's $1.75 billion budget. There's also no news about the status of the lawsuit against the line, which alleges CEQA abuses for an at-grade portion of the train in Park Mesa Heights. Did it really break ground? There's only been utility relocations. There has been no groundbreaking ceremony to commence the start of active construction. I think this was wishful thinking........we're still waiting for a contractor, last I heard.
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Post by bzcat on Aug 28, 2012 16:24:03 GMT -8
This story in Curbed.LA from about a month ago was missed by everybody, myself included. Crenshaw Line Has Broken Ground, Will Have Underground Stations and Crenshaw Plaza AccessRobert Ball, the project manager for the Crenshaw Line light rail project, stopped by a recent meeting of the Transit Coalition advocacy group and, according to their newsletter, had lots of juicy details on the project, which will connect the Green Line to the Expo Line (and hopefully get riders to LAX, likely via a people mover). The biggest news was that a contractor has already been hired to build the line, and a ceremonial groundbreaking was held June 4 (who knew?). The eight and a half mile line should be relatively speedy, as Ball said it was 55 percent grade-separated, meaning it runs above or below the street. Because of pressure from Los Angeles World Airports (which operates LAX) and the FAA, the train will run in a trench near the airport, and then mostly travel along the Harbor Subdivision railroad right-of-way. Ball also noted that the first Inglewood station will be a subway stop and will be built east of La Brea, since the Inglewood fault runs right under the boulevard. On its way to the Expo Line, the train will pass right by the Baldwin Hills Crenshaw Plaza. "Mall officials approached Metro, asking to place an entrance on the west side of the street instead of on the east side," according to the Transit Coalition's Numan Parada. "The station would feature a design that is related to the historic shopping center building that currently houses a Walmart." The mall currently has no pedestrian entrance on Crenshaw, but operators of the plaza agreed to build one so transit riders can more easily drop some cash. The line's terminus will be a subway station below the at-grade Expo Line Crenshaw station; "the below-grade option would allow for a future extension of the line towards Hollywood, according to Ball." All the Crenshaw Line's underground and elevated stations will feature escalators, Ball noted, which is a change from Expo's "el" stations, which only have stairs and elevators. The Transit Coalition newsletter doesn't mention anything about a station in the heart of Leimert Village--the community has clamored for one, and Metro said it would only be built if the contractor can build one within the project's $1.75 billion budget. There's also no news about the status of the lawsuit against the line, which alleges CEQA abuses for an at-grade portion of the train in Park Mesa Heights. Did it really break ground? There's only been utility relocations. There has been no groundbreaking ceremony to commence the start of active construction. I think this was wishful thinking........we're still waiting for a contractor, last I heard. There is conflicting info out there but the article did clearly state that: "The biggest news was that a contractor has already been hired to build the line, and a ceremonial groundbreaking was held June 4" Metro's own website is also unclear on the status.
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Post by masonite on Aug 28, 2012 20:18:47 GMT -8
Did it really break ground? There's only been utility relocations. There has been no groundbreaking ceremony to commence the start of active construction. I think this was wishful thinking........we're still waiting for a contractor, last I heard. There is conflicting info out there but the article did clearly state that: "The biggest news was that a contractor has already been hired to build the line, and a ceremonial groundbreaking was held June 4" Metro's own website is also unclear on the status. The contractor selected was that for the utility relocation and they had a ceremony for that work starting. Pretty sure there has been no contractor selected for the actual building of the line and it certainly has not started yet.
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Post by jdrcrasher on Aug 28, 2012 20:45:35 GMT -8
Is there a chance the "real" groundbreaking will happen before people vote on Measure J?
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Post by Alexis Kasperavičius on Oct 1, 2012 17:21:48 GMT -8
Funding for Crenshaw ApprovedL.A. County to get $546 million loan for train lineLOS ANGELES – Los Angeles County will receive more than a half-billion dollars in federal money to build a long-awaited commuter rail line linking downtown areas with Los Angeles International Airport through some of the region's poorer neighborhoods, it was announced Monday. Transportation Secretary Ray LaHood approved a $545.9 million loan for construction of the Crenshaw Corridor light-rail line, the department announced. "President Obama called for an America built to last, and this loan program can help us achieve that," LaHood said in a statement, calling the line a major transportation project that will help the regional economy continue to grow. The loan will supply more than one-third of the projected $1.75 billion cost of the project. The money will help construct an 8½-mile train line linking the existing Metro Exposition Line to the Green Line near Los Angeles International Airport. When it opens in six years, the line will serve the cities of Los Angeles, Inglewood, Hawthorne and El Segundo, and portions of unincorporated Los Angeles County, officials said. Some of the neighborhoods it will serve are low-income and in areas where residents for many years complained that they were underserved by public transportation. Most of the funding comes from a half-cent sales tax approved by county voters in 2008. The federal loan actually was announced two years ago. "But a lot of paperwork goes into securing these things. The good news is that the deal is now officially complete," Steve Hymon, an official with the Los Angeles County Metropolitan Transportation Authority, said on an agency blog. The loan comes from the department's Transportation Infrastructure Finance and Innovation Act, a program that was greatly expanded in a federal transportation spending bill approved by Congress over the summer, according to the Metro blog.
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