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Post by macross287 on Jun 19, 2012 20:03:46 GMT -8
So I was looking at Metro's 15 min map and noticed two North South Lines on the Map don't intersect the Green Line where one would they would or should.
Would it be worthwhile to have Stations on the Green Line at Western and Atlantic to serve the 757 and 762 rapids? Do these areas warrant having a stations? Or are priorities of the Green Line to extend it somewhere useful like the Norwalk Metrolink station and LAX rather than to do infill stations.
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Post by thanks4goingmetro on Jun 20, 2012 9:09:21 GMT -8
Given that this is a noticeable and serviceable gap on the Metro Green Line I think they "value engineered" a Western Blvd stop out of the line. Side platforms won't happen with the width, a center platform might be shoe-horned in possibly.
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Post by transitfan on Jun 21, 2012 5:17:25 GMT -8
I always thought that Western got the shaft by the whole Century Freeway project. No exit and no Green Line station.  Not sure why, as Western is a fairly important street and every other east-west rail line (Red, Pruple, Expo) has seen fit to have astation there. As far as the exit, maybe CalTrans wanted the 105 to be relatively limited access  Kinda sucked, as I lived near Western (in Gardena) for the last 15 years that I was in Southern California. If I wanted to catch the Green Line, I had to take 2 buses (125,210 to Crenshaw Station). I could've taken Gardena 2 to Vermont Station, but the schedule didn't really work out for me, IIRC. |
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Post by thanks4goingmetro on Mar 11, 2015 16:41:26 GMT -8
Since the construction of Green Line (I-105 Line) was tied to the 105 freeway I wouldn't be shocked if the MTA at the time just rubber-stamped the CalTrans plans by only making train stations at 105 freeway exits. Think about it, this is, in their eyes at least, a park-and-ride suburban rail line, a line stopping at a station that has no parking and no freeway exit for the freeway it straddles—gasp! I think this thought makes sense as there is no Western Ave exit for cars and there is not one for transit passengers—no regard for how many would use a Western Ave station like for example they didn't arrive by automobile...
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Post by gatewaygent on Mar 12, 2015 17:55:34 GMT -8
When the WSAB/PEROW ("Santa Ana" Line) comes to fruition, there is going to be a transfer station just east of Garfield Av. to allow Green Line to Santa Ana Line transfers.
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Post by metrocenter on Mar 13, 2015 8:10:29 GMT -8
It was a mistake to not include either Atlantic or Garfield. Leaving out both made the eastern stretch nothing more than an express line for Downey/Lakewood residents.
Value engineering indeed.
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Post by johanragle on Mar 13, 2015 9:45:19 GMT -8
I'm curious if it would be possible to push for an infill station as part of the SR-710 project, if the BRT alternative is selected - instead of terminating the proposed BRT routing at Whittier Blvd as currently shown, build an infill station with part of the Measure R funding and terminate the line there. It would neatly avoid Rapid 762's current side-track to the Blue Line's Artesia station.
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Post by bzcat on Mar 13, 2015 11:19:36 GMT -8
Western does seem like it was value engineered out. I'm curious if the original Green line EIR is still available online somewhere... I'm sure Western Station was evaluated and rejected.
Atlantic or Garfield getting left out is slightly more understandable. Ridership projection probably showed those stations will not pencil out. The commute pattern changed between the 1980s when Green line was being planned vs. today. Not many people would have traveled south from SGV or Bell towards Compton back in the 80s for work. It was a different time and demographics (in SGV, Bell, and Compton) were different.
On the other hand, the long gap between Lakewood and Long Beach stations means Green line moves very fast today.
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Post by thanks4goingmetro on Mar 13, 2015 11:39:27 GMT -8
Western does seem like it was value engineered out. I'm curious if the original Green line EIR is still available online somewhere... I'm sure Western Station was evaluated and rejected. Atlantic or Garfield getting left out is slightly more understandable. Ridership projection probably showed those stations will not pencil out. The commute pattern changed between the 1980s when Green line was being planned vs. today. Not many people would have traveled south from SGV or Bell towards Compton back in the 80s for work. It was a different time and demographics (in SGV, Bell, and Compton) were different. On the other hand, the long gap between Lakewood and Long Beach stations means Green line moves very fast today. I will say it again to modify my previous statement: I noticed that all Green Line stations have park-and-ride lots therefore all Green Line stations are located on streets that also have a freeway exit. So it could be reasoned that this rapid transit line was politically motivated as each station has parking and a freeway exit— non-parking and bus ridership be damned. |
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Post by bluelineshawn on Mar 29, 2015 18:40:54 GMT -8
I will say it again to modify my previous statement: I noticed that all Green Line stations have park-and-ride lots therefore all Green Line stations are located on streets that also have a freeway exit. So it could be reasoned that this rapid transit line was politically motivated as each station has parking and a freeway exit— non-parking and bus ridership be damned. Not all Green Line stations have parking lots. I don't know about East of the 110 but on the west side I don't think Vermont, Hawthorne, or Mariposa have parking lots. That aside I agree with your premise. It's likely that the freeway stations and freeway exit coordination was no accident. |
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Post by TransportationZ on Mar 30, 2015 6:30:55 GMT -8
Not sure why everyone finds Western Surprising. The area around Western/I-105 is quite literally, a wasteland. There is a power substation on the North side, and freight track on the south side. It would literally only serve as a transfer station for the 207. I'd imagine it was quite easy to make the case and much less expensive to make 207 riders get off at Crenshaw than spending hundreds of millions to put in a station.
Garfield also has pretty much nothing around it. Atlantic seems to be the only station even eligible for study, IMO.
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Post by transitfan on Mar 30, 2015 8:53:32 GMT -8
I will say it again to modify my previous statement: I noticed that all Green Line stations have park-and-ride lots therefore all Green Line stations are located on streets that also have a freeway exit. So it could be reasoned that this rapid transit line was politically motivated as each station has parking and a freeway exit— non-parking and bus ridership be damned. Not all Green Line stations have parking lots. I don't know about East of the 110 but on the west side I don't think Vermont, Hawthorne, or Mariposa have parking lots. That aside I agree with your premise. It's likely that the freeway stations and freeway exit coordination was no accident. Looks like Hawthorne has a small lot, on the south side of 111th st east of Hawthorne Blvd: goo.gl/maps/bUx2rYou are correct concerning Vermont and Mariposa (and it looks like Douglas doesn't have anything either). |
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Post by joshuanickel on Mar 30, 2015 13:15:11 GMT -8
Not all Green Line stations have parking lots. I don't know about East of the 110 but on the west side I don't think Vermont, Hawthorne, or Mariposa have parking lots. That aside I agree with your premise. It's likely that the freeway stations and freeway exit coordination was no accident. Looks like Hawthorne has a small lot, on the south side of 111th st east of Hawthorne Blvd: goo.gl/maps/bUx2rYou are correct concerning Vermont and Mariposa (and it looks like Douglas doesn't have anything either). Douglas has a small bus area and parking lot with about 30 spaces north of the station:  |
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Post by transitfan on Mar 31, 2015 3:19:09 GMT -8
Oops, I only looked south of the station (I guess I was flashing back to the 90s when I was still living out there, at that time, Douglas Road had not been extended past the Green Line).
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