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Post by mattapoisett on Mar 28, 2014 21:13:41 GMT -8
I see with Crenshaw and Vermont is that they are not gated. But I guess that had to do with the fact that those streets have near side stations so trains would come to a complete stop anyway. Just one note: Crenshaw is a near side station. Western and Vermont are both far side stations [meaning the train has to pass through the intersection before getting to the platform].
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Post by TransportationZ on Mar 29, 2014 22:10:11 GMT -8
I hate the near side platforms at Crenshaw - If the train dwells too long or comes late you completely miss the signal when it leaves. The eastbound Vermont Platform suffers from this same problem. WB Vermont, and western are ideal as the train focuses more on getting through the dreaded intersection first before worrying about dropping off passengers.
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Post by JerardWright on Mar 30, 2014 4:06:36 GMT -8
Not sure about La Brea or La Cienega, but the Expo grade crossing recommendations for Phase 1 included: Washington, Jefferson, and National all at-grade. Then, sometime between that and the creation of the Final DEIR, suddenly Culver City was grade-separated. I don't really know much about Metro's grade crossing policy, but the fact that the streets mentioned by Locke got away with it is awfully questionable. YMMV. Yes, the policy did have those crossings at-grade originally along the ROW for the surface terminal station off of Washington/Wesley,however if the Expo Line continued Venice Blvd would need to be grade separated and a key piece is the room to transition from at-grade to elevated along the ROW. Also at the time of the decision for the Phase 1 EIR, Phase 2 was just beginning at there were two corridors under consideration (Expo ROW or Expo ROW with Sepulveda/Venice diversion) If the Phase 2 EIR came out to go with the Sepulveda/Venice diversion, then the track would need to curve towards Venice Blvd needing room to do so, hence why the station platform is equidistant from Venice and Washington Blvds. The Expo ROW cuts across National and Washington at an oblique angle with little room to put a 6% grade ramp (Which is the maximum allowable grade for our specified LRV's can operate on) which explains why the additional length of the grade separation.
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Post by tobias087 on Apr 22, 2014 22:29:37 GMT -8
This is an older map by Justin Walker that shows a bit more mature system than what we have now. This should clearly be the priority for fleshing out a highly useful network backbone. I think the following map by Justin Walker is a great goal that incorporates just a few logical improvements beyond Measure R It might be viewed as having too many projects on the Westside, but this would really give a nice, efficient grid network with great interconnectivity. My goodness how the time flies. I remember when I first asked Justin to make that map, and now look at the date on that thing! Since then though, I got the wonderful pleasure of riding the Expo line every day from Downtown to class senior year at USC. And hopefully soon, I'll get to ride it to a job in Santa Monica. I'm looking forward to many more 5am first-train-ever rides!
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Post by metrocenter on Apr 29, 2014 15:06:34 GMT -8
Major construction to begin this Friday!-link-"Major construction will begin Friday, May 2 on Metro Crenshaw/LAX Transit Project starting with work on the underground stations on Crenshaw and Martin Luther King Jr. boulevards with a full street closure to implement a new traffic configuration."
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Post by metrocenter on Apr 30, 2014 7:24:17 GMT -8
The Crenshaw tunnel will be built starting at Exposition and proceeding south, with station boxes dug out first, followed by tunneling.
Thus, the first two stations to be dug out are Crenshaw/Expo and Crenshaw/MLK. Crenshaw/MLK will be started this weekend, and Crenshaw/Expo will be started two weeks later.
Box construction for Crenshaw/Vernon ("Leimert Park") will begin later this year. And sometime later, the TBM will drive down Crenshaw Boulevard, starting at Exposition and coming out of the ground north of Slauson.
This tunnel boring process will be repeated for the Regional Connector's 2nd Street tunnel, in the next year or two. (If only they could reuse the Crenshaw TBM for 2nd Street, and save some money!)
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Post by culvercitylocke on Apr 30, 2014 7:55:40 GMT -8
I know most TBMs are custom built, but why is it that they don't reuse the same TBM for such similar projects?
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Post by JerardWright on Apr 30, 2014 10:38:39 GMT -8
I know most TBMs are custom built, but why is it that they don't reuse the same TBM for such similar projects? Most times the cutting heads, soil conditions and tunnel diameters will differ so that it's more cost effective to have a new TBM which is better suited for the precise conditions that are needed
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Post by rubbertoe on May 1, 2014 7:18:06 GMT -8
The Crenshaw tunnel will be built starting at Exposition and proceeding south, with station boxes dug out first, followed by tunneling. Thus, the first two stations to be dug out are Crenshaw/Expo and Crenshaw/MLK. Crenshaw/MLK will be started this weekend, and Crenshaw/Expo will be started two weeks later. Box construction for Crenshaw/Vernon ("Leimert Park") will begin later this year. And sometime later, the TBM will drive down Crenshaw Boulevard, starting at Exposition and coming out of the ground north of Slauson. This tunnel boring process will be repeated for the Regional Connector's 2nd Street tunnel, in the next year or two. (If only they could reuse the Crenshaw TBM for 2nd Street, and save some money!) metrocenter, What about the underground section from Slauson to Florence? Will that also be done with TBM's, and if so, do you know the boring sequence? I know the section from Aviation to LAX will be a trench so no TBM work there...
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Post by bzcat on May 1, 2014 9:16:45 GMT -8
The FEIR says this about the construction method between 39th st and 48th st: We are assuming it will be TBM as it makes the most sense and is preferred by the community. However, the FEIR is firm about the construction method between 60th st and Victoria (the segment rubbertoe is asking about): Basically, the EIR assumed the entire line will be cut-and-cover but the contractor has the option to use TBM only between 38th and 48th street. Scroll down to page 5: media.metro.net/projects_studies/crenshaw/images/FEIS_FEIR/00_Executive_Summary_Part09.pdf
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Post by metrocenter on May 1, 2014 12:41:09 GMT -8
At the open house back in March, they said pretty clearly that the entire northern tunnel segment would be tunneled using a TBM. Not including the stations, of course (those are always cut-and-cover). As for the southern tunnel segment (south of Slauson), I have no idea if it will be tunneled via TBM or dug out (cut-and-cover). I would guess that cut-and-cover would be used, unless there's a compelling reason to tunnel. EDIT: This article from last June (prior to the Metro Board's approval of the contractor) discusses the northern tunnel segment (emphasis added): EDIT 2: This article on Walsh's website says the following (emphasis added): One mile (of bored tunnel) only stretches from Exposition down to MLK. So now I'm beginning to wonder if they plan to stop tunneling at MLK.
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Post by bzcat on May 1, 2014 14:41:19 GMT -8
It does sound like only the Expo to MLK portion will be TBM.
- Expo will be cut and cover (for station construction and TBM insertion).
- Expo to MLK will be TBM as allowed under EIR. (about 1 mile)
- MLK to 48th street will be cut and cover. (about 3/4 mile)
- 48th to 60th street will be at grade.
- 60th street to Victoria will be cut and cover. (about 3/4 mile)
- Vitoria to Arbor Vitae will be at grade except for aerial crossing at La Brea, 405/La Cienega, and Manchester.
- Arbor Vitae to Century will be aerial.
- Century to 111st Street will be in a trench. (about 1 mile)
- 111st street to Imperial/existing Green line will be aerial .
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Post by metrocenter on May 3, 2014 18:43:46 GMT -8
Well I was down on Crenshaw this evening (pictures to come). As announced, two lanes of the east side of Crenshaw were blocked off for the start of station box construction at MLK Jr Blvd.
The funny thing was, there was actually far more activity at the Crenshaw/Expo site. In fact, all southbound traffic was shutdown at Exposition, for some sort of underground work. As far as I know, this was totally unannounced.
Anyway, heavy construction has now begun: three rail projects are now being built in Los Angeles County!
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Post by bzcat on May 29, 2014 15:12:56 GMT -8
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Post by bzcat on Jun 6, 2014 8:49:42 GMT -8
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Post by culvercitylocke on Jun 6, 2014 9:54:27 GMT -8
speaking of rail bridges, we went to carmax to sell an old car, and while waiting at the light at La Cienega/405 and Florence I saw the old tracks and old bridge crossing the 405 and grade tracks crossing crossing La Cienega.
I assume the old rail bridge is going to go, since it is only single track, but will they build it grade separated over La Cienega as well, or just over the 405 with a grade crossing at La Cienega?
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Post by bzcat on Jun 6, 2014 14:20:26 GMT -8
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Post by usmc1401 on Jun 6, 2014 15:45:36 GMT -8
THE ATSF bridge over the 405 is two tracks wide. The siding second track was removed in the early 70's.
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Post by Gokhan on Jun 23, 2014 8:12:42 GMT -8
Crenshaw Station, so far only staging activities for box excavation and shoring (which hasn't stared), similar to what I've been posted for the Expo Washington/National TOD:
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Post by usmc1401 on Jun 23, 2014 11:30:54 GMT -8
Today Metro announced the Century Crush. This is the demolition of the ATSF bridge over Century BL at Aviation. July 24-28 2014 are the dates for the road closure. This concrete bridge was built in the mid 1960's.
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Post by metrocenter on Jun 26, 2014 12:16:51 GMT -8
It's official: the Metro Board approved the new station at 96th Street at today's Metro Board meeting. Boy they rammed that through quick! Now an EIR will have to be done for the new station. I wonder how this will impact the Crenshaw Line timeline. (link)
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Post by Philip on Jun 27, 2014 8:49:10 GMT -8
I'm actually okay with the new station. While I don't like the idea of slowing down the Crenshaw Line, having two stations in the area opens up possibilities for both the future Sepulveda and Lincoln corridors. Converging all those lines at Century/Aviation would be complicated, expensive, and probably less feasible.
And since it's being added early in the construction phase, hopefully it won't impact the timeline too badly.
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Post by masonite on Jun 27, 2014 8:52:31 GMT -8
It's official: the Metro Board approved the new station at 96th Street at today's Metro Board meeting. Boy they rammed that through quick! Now an EIR will have to be done for the new station. I wonder how this will impact the Crenshaw Line timeline. (link)What are people's thoughts on having both a Century Aviation and 96th Street/Aviation just about a 1/3 mile away? It seems like the Century station should be axed. While I like having the Leimert station and the People Mover connection (I don't really have an opinion on Hindry), we are looking at a slower line overall with these three additional stations.
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Post by bzcat on Jun 27, 2014 9:38:28 GMT -8
Century/Aviation will be the station to access most of the hotels for visitors and employees alike so it will see plenty of use no matter what happens with 96th street.
Aviation/96th St is a good addition to the Crenshaw line because it will be build next to the train yard so Metro and LAWA has a lot of room to design the station properly to handle future expansion. I hope they design a 4 track platform to accommodate the Green line extension to Santa Monica (Lincoln Blvd corridor) and the Sepulveda/405 line, which will need to terminate at this station (conveniently located next to the train yard!)
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Post by Gokhan on Jun 27, 2014 11:21:01 GMT -8
It's official: the Metro Board approved the new station at 96th Street at today's Metro Board meeting. Boy they rammed that through quick! Now an EIR will have to be done for the new station. I wonder how this will impact the Crenshaw Line timeline. (link)There should be little or no impact on the timeline, as the construction has barely started. They can do an EIR and final design in a year and integrate it with the rest of the project. However, there will be additional cost and each additional station adds 1 minute to the travel time. Farmdale Station has added 2 minutes because that's not only a station but also a 10 MPH speed restriction in the area.
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Post by masonite on Jun 27, 2014 16:21:42 GMT -8
Century/Aviation will be the station to access most of the hotels for visitors and employees alike so it will see plenty of use no matter what happens with 96th street. Aviation/96th St is a good addition to the Crenshaw line because it will be build next to the train yard so Metro and LAWA has a lot of room to design the station properly to handle future expansion. I hope they design a 4 track platform to accommodate the Green line extension to Santa Monica (Lincoln Blvd corridor) and the Sepulveda/405 line, which will need to terminate at this station (conveniently located next to the train yard!) Yeah, but it is only 500-600 yards up the street. Hardly worth the cost of the station or the additional time IMHO. Put some nice signage along Century showing where the station is and it is almost just as good for poeple on Century. I just don't see too much ridership here. I'd axe the station and use any savings to make a nicer more functional station at 96th Street.
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Post by usmc1401 on Jun 28, 2014 10:05:03 GMT -8
Do the plans for this station show how Metrolink can also serve this station.
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Post by masonite on Jun 28, 2014 11:27:52 GMT -8
Do the plans for this station show how Metrolink can also serve this station. The chances of Metrolink ever using the Harbor Sub Row are slim and none. The residents in South LA would be furious and would def sue. Also, with the Crenshaw Line on the ROW, I don't believe there is room for Metrolink as well so significant money would have to be spent. Overall, the area is more urban than other areas Metrolink services so it would be tough to add service here for a variety of reasons. If the Crenshaw Line is extended to the Purple Line, it basically accomplishes the same as a Metrolink Line here.
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Post by JerardWright on Jun 29, 2014 12:42:18 GMT -8
Century/Aviation will be the station to access most of the hotels for visitors and employees alike so it will see plenty of use no matter what happens with 96th street. Aviation/96th St is a good addition to the Crenshaw line because it will be build next to the train yard so Metro and LAWA has a lot of room to design the station properly to handle future expansion. I hope they design a 4 track platform to accommodate the Green line extension to Santa Monica (Lincoln Blvd corridor) and the Sepulveda/405 line, which will need to terminate at this station (conveniently located next to the train yard!) Yeah, but it is only 500-600 yards up the street. Hardly worth the cost of the station or the additional time IMHO. Put some nice signage along Century showing where the station is and it is almost just as good for poeple on Century. I just don't see too much ridership here. I'd axe the station and use any savings to make a nicer more functional station at 96th Street. The nice part of this station is that the funding comes from Green Line to LAX dollars.
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Post by bzcat on Jun 30, 2014 10:30:48 GMT -8
Century/Aviation will be the station to access most of the hotels for visitors and employees alike so it will see plenty of use no matter what happens with 96th street. Aviation/96th St is a good addition to the Crenshaw line because it will be build next to the train yard so Metro and LAWA has a lot of room to design the station properly to handle future expansion. I hope they design a 4 track platform to accommodate the Green line extension to Santa Monica (Lincoln Blvd corridor) and the Sepulveda/405 line, which will need to terminate at this station (conveniently located next to the train yard!) Yeah, but it is only 500-600 yards up the street. Hardly worth the cost of the station or the additional time IMHO. Put some nice signage along Century showing where the station is and it is almost just as good for poeple on Century. I just don't see too much ridership here. I'd axe the station and use any savings to make a nicer more functional station at 96th Street. Changing the Century/Aviation construction plan will require new EIR (not building it will have traffic impact too) so it's a non-starter. The ship has long sailed on that so no point talking about cancelling it any more. And I disagree with you on ridership potential. The Century Blvd corridor has one of the most dense daytime population area in LA, rivaling parts of Wilshire Blvd and Downtown LA. It's not just hotels but offices and conventions (Hilton Hotel alone has over 300 conventions a year). It can definitely support two train stations in close proximity. The 96th St station will mostly be a transfer station to/from LAX (and to Santa Monica/West LA in the future) while Century Blvd will be a destination station for people working near the airport.
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