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Post by bzcat on May 19, 2020 10:42:33 GMT -8
So basically right after Crenshaw opens, it will immediately have a bus bridge for about 1/3 of the track mileage thus making it almost impossible for anyone to use it for commute to Mid City and going to LAX. Just great planning there for all parties involved.
Imagine a ride from Redondo Beach Station to Expo line taking 2 hours... they really want this line to fail.
Redondo Beach to Aviation/Imperial Station
<Transfer to train> (because Metro board won't sign off on running more logical N-S pattern for the South Bay leg)
Aviation/Imperial Station to Century Station
<Transfer to bus>
Bus from Century Station to Westchester Station (96th St/APM construction) to Inglewood station (Centinela construction) and continue to Fairview Heights Station. (this bus ride will take at about 1 hour in normal commute traffic)
<Transfer to train>
Fairview Heights Station to Crenshaw/Expo
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Post by numble on May 19, 2020 16:19:49 GMT -8
So basically right after Crenshaw opens, it will immediately have a bus bridge for about 1/3 of the track mileage thus making it almost impossible for anyone to use it for commute to Mid City and going to LAX. Just great planning there for all parties involved. Imagine a ride from Redondo Beach Station to Expo line taking 2 hours... they really want this line to fail. Redondo Beach to Aviation/Imperial Station <Transfer to train> (because Metro board won't sign off on running more logical N-S pattern for the South Bay leg) Aviation/Imperial Station to Century Station <Transfer to bus> Bus from Century Station to Westchester Station (96th St/APM construction) to Inglewood station (Centinela construction) and continue to Fairview Heights Station. (this bus ride will take at about 1 hour in normal commute traffic) <Transfer to train> Fairview Heights Station to Crenshaw/Expo On top of that, Measure M requires that the Crenshaw Line trench next to the LAX runways gets capped starting in 2022, which could possibly add additional disruption. They really should've planned to get all this work done beforehand, especially when it was clear that the line was going to be delayed 2+ years. I think they spent 2-3 years studying the Centinela grade separation, and the APM station construction contract hasn't even been awarded yet even though the LAX People Mover and the other LAX People Mover stations have been under construction for over a year.
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Post by numble on May 20, 2020 15:48:17 GMT -8
So basically right after Crenshaw opens, it will immediately have a bus bridge for about 1/3 of the track mileage thus making it almost impossible for anyone to use it for commute to Mid City and going to LAX. Just great planning there for all parties involved. Imagine a ride from Redondo Beach Station to Expo line taking 2 hours... they really want this line to fail. Redondo Beach to Aviation/Imperial Station <Transfer to train> (because Metro board won't sign off on running more logical N-S pattern for the South Bay leg) Aviation/Imperial Station to Century Station <Transfer to bus> Bus from Century Station to Westchester Station (96th St/APM construction) to Inglewood station (Centinela construction) and continue to Fairview Heights Station. (this bus ride will take at about 1 hour in normal commute traffic) <Transfer to train> Fairview Heights Station to Crenshaw/Expo Here’s video from a Transit Coalition meeting last year where Metro staff explained they would need to shut down the Crenshaw Line for awhile to integrate and test the APM station.
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Post by bobdavis on May 21, 2020 17:51:15 GMT -8
I'm out in the San Gabriel Valley, so the Crenshaw Line is in the "Far Country". This Centinela Ave. bridge sounds like a "Why didn't you think of that sooner??" part of the project. One wonders how much disruption was caused to Pacific Electric operations when the Subway Terminal was activated as part of the Western District. We're supposed to start construction of Phase II-B of the Gold Line Foothill Extension in a few months, and I think among the first elements to be constructed will be bridges over Grand Ave. and Lone Hill Ave. in Glendora and Bonita Ave. in San Dimas.
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Post by numble on May 22, 2020 0:40:21 GMT -8
I'm out in the San Gabriel Valley, so the Crenshaw Line is in the "Far Country". This Centinela Ave. bridge sounds like a "Why didn't you think of that sooner??" part of the project. One wonders how much disruption was caused to Pacific Electric operations when the Subway Terminal was activated as part of the Western District. We're supposed to start construction of Phase II-B of the Gold Line Foothill Extension in a few months, and I think among the first elements to be constructed will be bridges over Grand Ave. and Lone Hill Ave. in Glendora and Bonita Ave. in San Dimas. Nice to see you posting, after a 3-plus-year hiatus, Bob.
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Post by bluelineshawn on May 24, 2020 20:19:56 GMT -8
In addition to closures to build the Centinela bridge and the APM integration, there will be significant disruptions due to building the new station itself. The first 2-3 years are going to be very rocky!
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Post by bluelineshawn on May 25, 2020 18:36:36 GMT -8
Here’s the formal staff recommendation on proceeding with Centinela grade separation and using bus bridges during construction. I think that your wires got crossed. You linked some sort of construction market report, not the grade separation recommendation.
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Post by bluelineshawn on May 25, 2020 18:50:12 GMT -8
So basically right after Crenshaw opens, it will immediately have a bus bridge for about 1/3 of the track mileage thus making it almost impossible for anyone to use it for commute to Mid City and going to LAX. Just great planning there for all parties involved. Imagine a ride from Redondo Beach Station to Expo line taking 2 hours... they really want this line to fail. Redondo Beach to Aviation/Imperial Station <Transfer to train> (because Metro board won't sign off on running more logical N-S pattern for the South Bay leg) Aviation/Imperial Station to Century Station <Transfer to bus> Bus from Century Station to Westchester Station (96th St/APM construction) to Inglewood station (Centinela construction) and continue to Fairview Heights Station. (this bus ride will take at about 1 hour in normal commute traffic) <Transfer to train> Fairview Heights Station to Crenshaw/Expo Here’s video from a Transit Coalition meeting last year where Metro staff explained they would need to shut down the Crenshaw Line for awhile to integrate and test the APM station. Ahhh.. This is where the staff report recommendation went. That Transit Coalition video appears to be discussing something other than APM testing. He's appears to be talking about having to build a shoo fly for the crenshaw line so that the trains can be rerouted for the new metro station construction. That is going to be a major deal. I recall when they first decided the add the new station that they had to decide whether or not to delay the opening of the crenshaw line for a couple years. They decided to build it and open it knowing that there would be a big shut down coming later.
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Post by numble on May 26, 2020 7:21:35 GMT -8
Here’s the formal staff recommendation on proceeding with Centinela grade separation and using bus bridges during construction. I think that your wires got crossed. You linked some sort of construction market report, not the grade separation recommendation. Whoops. Yes, here is the correct one and I edited that post as well:
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Post by John Ryan on May 26, 2020 10:30:32 GMT -8
This is so idiotic.
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Post by culvercitylocke on May 26, 2020 22:28:00 GMT -8
I'm out in the San Gabriel Valley, so the Crenshaw Line is in the "Far Country". This Centinela Ave. bridge sounds like a "Why didn't you think of that sooner??" part of the project. One wonders how much disruption was caused to Pacific Electric operations when the Subway Terminal was activated as part of the Western District. We're supposed to start construction of Phase II-B of the Gold Line Foothill Extension in a few months, and I think among the first elements to be constructed will be bridges over Grand Ave. and Lone Hill Ave. in Glendora and Bonita Ave. in San Dimas. Centinela dead ends here, it’s a significant street in other parts of town, but this is its terminus. It really doesn’t get much traffic certainly none to merit a grade separation. Additionally if you’re stopped on centinela wanting to turn left or right onto Florence you’re stopped on an incline, so you really have to gun it from a cold start to climb the hill, cross the tracks and finally merge 90 degrees onto Florence. It’s a reasonably dangerous driving maneuver over the current Crenshaw tracks at grade because of poor visibility but it will be far more dangerous driving maneuver when an aerial bridge makes sight lines impossible for drivers attempting to merge onto Florence. I predict thirty to a hundred accidents per year after the aerial station is built. So it’s insane to build this aerial crossing so why are they doing it now? The new Inglewood megaplex NFL stadium is opening and was never on the radar during the EIR for the Crenshaw line. The rationale is that the grade crossing at centinela could very slightly impede car traffic on NFL game days and therefore something must be done for cars, ergo spend $250,000,000 to make the intersection more dangerous for cars but also maybe moves cars slightly faster when they’re in stop and go traffic on game days. And as I said more simply above. Just close Centinela to cars and have it terminate a block earlier. No expensive new bridge. Service is not disrupted for riders. Cars travel in safer routes. And the stop and go traffic of game days is unaffected by traffic diverting slightly to streets that cross the rail line (and traffic probably moves smoother in game days because of taking the centinela merge point out of the traffic nightmare of driving to the game ). But why are we doing it? Same reason we name stations after metro board members: it’s a penis project for the politicians demanding it be built. Nothing more nothing less.
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Post by numble on May 27, 2020 15:51:19 GMT -8
April 2020 status report.
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Post by numble on Jun 13, 2020 9:08:02 GMT -8
Looks like they will not build a shoofly for the Airport Metro Connector station. They decided it was too costly with less benefit since the Crenshaw Line is delayed, so there will be a gap in the line until that site is ready for trains to run through.
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Post by cygnip2p on Jun 13, 2020 15:20:31 GMT -8
What a friggen disaster of mismanagement.
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Post by bluelineshawn on Jun 13, 2020 16:46:08 GMT -8
What a friggen disaster of mismanagement. I guess that I won't be routinely using this line for several more years. Unbelievable.
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Post by andert on Jun 14, 2020 10:12:57 GMT -8
God, at this rate the regional connector will be open before crenshaw. Becoming increasingly convinced that the leadership at Metro these days is awful.
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Post by numble on Jun 14, 2020 13:12:20 GMT -8
God, at this rate the regional connector will be open before crenshaw. Becoming increasingly convinced that the leadership at Metro these days is awful. Purple Line Section 1 is on pace to pass Regional Connector in terms of progress, but since they are built by the same contractor, I’m not sure if the contractor would let that happen. In terms of the cost overruns for Crenshaw, Regional Connector and Purple Line 1, one thing is that the original budgets, contracts and schedules were all planned and awarded under the prior CEO and his team (Art Leahy), who was booted in part due to mismanagement of other projects. Phil Washington and his team didn’t enter the picture until 2015. Sometimes Rick Clarke, who joined along with Phil and manages the construction program, makes casual digs about the prior team not planning these projects correctly back in the day.
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Post by fissure on Jun 15, 2020 15:00:46 GMT -8
That's why Art got booted? I think he's a better speaker/hype man than Washington, but I don't know anything about their managerial skills.
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Post by numble on Jun 16, 2020 9:34:18 GMT -8
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Post by bzcat on Jun 16, 2020 9:59:51 GMT -8
At this point, the southern portion of Crenshaw line is an unmitigated disaster. I don't care if this was poor planning by the previous management. Phil Washington has had plenty of time to avert disaster and seems like nothing was really done to come to this point where the line cannot open fully.
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Post by joemagruder on Jun 19, 2020 12:29:13 GMT -8
Why is it that 100 years ago, or even 50 years ago when the SF Muni Metro was constructed, constructing a shoo fly and similar tasks were routine and not particularly difficult?
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Post by numble on Jun 29, 2020 15:31:52 GMT -8
May 2020 project status report shows 95.5% completion, +0.3% from April.
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Post by numble on Jul 22, 2020 11:38:27 GMT -8
June 2020 status report for the Crenshaw Line. 95.8% complete as of end of June, +0.3% since end of May. Contractor has updated the estimated completion date to add another 2 weeks of delay, and the estimated completion is now January 5, 2021.
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Post by numble on Aug 25, 2020 17:38:29 GMT -8
July 2020 project status report is out. 96.1%. Metro thinks contractor's estimate of 12/30/2020 completion may be too optimistic.
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Post by numble on Oct 29, 2020 9:06:17 GMT -8
September 2020 status report on Crenshaw Line. 97% complete, but the contractor forecasts another 1.5 month delay. So completion would be in March 2021 instead of January 2021, which would mean service not starting until August 2021. But Metro is concerned that the contractor's forecast is unreliable.
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Post by Philip on Oct 31, 2020 9:38:48 GMT -8
At the current rate of construction, there is almost no way the Crenshaw Line can open before the end of 2021, making an early 2022 opening the current “best case scenario.”
What a joke.
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Post by bzcat on Nov 4, 2020 11:35:55 GMT -8
At the current rate of construction, there is almost no way the Crenshaw Line can open before the end of 2021, making an early 2022 opening the current “best case scenario.” What a joke. Just in time for the planned shut down of the Crenshaw line due to LAX APM construction.
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Post by bluelineshawn on Nov 7, 2020 7:36:27 GMT -8
At the current rate of construction, there is almost no way the Crenshaw Line can open before the end of 2021, making an early 2022 opening the current “best case scenario.” What a joke. Just in time for the planned shut down of the Crenshaw line due to LAX APM construction. The metro website still shows heavy construction on the 96th street station beginning "late 2020", although I haven't seen anything that would indicate that will happen. Given that plans have changed from continuing to run trains during construction to providing a bus bridge, it looks like an opportunity will be missed to complete much of the new station construction while the line is still unopened. And before that is completed, the grade separation at Centinela will start construction. I suspect that the southern portion of the line between downtown Inglewood and the C line will be useless for the first 2-3 years that the line is open because it will be a bus. Edit: I see that you posted this very thing 6 months ago!
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Post by numble on Dec 10, 2020 12:57:55 GMT -8
Crenshaw Line October 2020 status report: 97.3% complete. The contractor added 26 days to its estimated completion date, new estimate for completion is March 31, 2021, which means that the earliest operations could start would be September 2021.
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Post by numble on Dec 22, 2020 10:42:41 GMT -8
Crenshaw Line October 2020 status report: 97.7% complete (+0.4%).
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