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Post by bluelineshawn on Aug 2, 2011 18:24:29 GMT -8
No one has exactly said otherwise but it's almost implied that our light rail only goes 45 mph on the street running portions but I'm pretty sure that the blue line goes 50-55 down long beach ave. between Washington and wardlow. Average speed of the Blue Line is 24 mph Source: www.lightrailnow.org/myths/m_lrt012.htmCompared to 38 mph average on the Green Line.... The Blue Line does not hit 45 mph on its street running segments. I've taken it many times, the train does not go any faster than the posted speed limit; and generally that's between 35 - 40 mph. But with all the station stops..it's about 30 - 35 mph on the Blue Line. You either misunderstood what I wrote or you have no idea what you're talking about. You can see the speedometer from the first car you know. I know that it goes 55 mph max on parts of Washington to Wardlow and is certainly at least 45 mph max for most of it. If you mean street running as in Washington to 7th, then you misread what I wrote.
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Post by thanks4goingmetro on Aug 2, 2011 18:45:18 GMT -8
45mph through the 405 under crossing sounds plenty reasonable to me-- much better than 25mph-- especially if the dynamic width and other clearances do not cause conflict.
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Post by Gokhan on Aug 2, 2011 19:23:02 GMT -8
45mph through the 405 under crossing sounds plenty reasonable to me-- much better than 25mph-- especially if the dynamic width and other clearances do not cause conflict. You mean I-10 undercrossing (Palms Overhead)? FEIR puts the speed limit there as 25 MPH because of the sharp curve at either portal.
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Post by Gokhan on Aug 3, 2011 7:09:36 GMT -8
Venice Blvd LRT bridge contract is now being awarded to Balfour Beatty for $16 million. Their bid was $6 million lower than Skanska/Rados' and $2 million lower than the Expo budget. It turns out that the design of this bridge was stopped at 65% because Parsons (Phase 1 design contractor) asked for too much money. Notice to proceed will be issued next month and then design and construction will proceed. I don't know when the first columns could go in, perhaps early next year. The bridge is scheduled to be completely finished in July 2013. Board meeting agenda
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Post by itzusa on Aug 7, 2011 7:48:51 GMT -8
Supplies Start Ariving at the Sepulveda West Yard 08-02-2011 When I saw those light poles arriving at the Sepulveda West Yard and the new office trailers being pulled in under the 405 freeway I knew that finally, things are about to change for the better on the west side. Mark I
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Post by rubbertoe on Aug 7, 2011 8:23:37 GMT -8
Supplies Start Ariving at the Sepulveda West Yard 08-02-2011 When I saw those light poles arriving at the Sepulveda West Yard and the new office trailers being pulled in under the 405 freeway I knew that finally, things are about to change for the better on the west side. Mark I Ah, light poles for the yard, that makes sense. When looking at the pictures this morning I was wondering what those were for. Whats the exact location of the Sepulveda West yard? RT
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Post by Gokhan on Aug 7, 2011 8:41:41 GMT -8
Whats the exact location of the Sepulveda West yard? Exactly west of Sepulveda (in the railroad right-of-way). Basically these so-called "yards" are right-of-way sections labeled by cross streets. This contractor is doing a very organized and disciplined job compared to FFP (Phase 1 main contractor) though.
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Post by rubbertoe on Aug 7, 2011 10:18:49 GMT -8
Gotcha...
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Post by Gokhan on Aug 7, 2011 10:42:25 GMT -8
Hope that Balfour Beatty will move as Fast with the Venice Blvd LRT Bridge Extension July 2013 is the completion date of the bridge over the former Pacific Electric Venice Short Line railroad right-of-way, now California State Route 187. Therefore, it will be completed long before the line could be opened. The reason why this bridge is being done differently is several-fold. Unlike other crossings, it's over a Caltrans highway and it had to be coordinated according to the Caltrans procedures and certifications. Balfour Beatty Infrastructure & Balfour Beatty Rail joint venture also has experience with the other half of the bridge. Also, it was politically important to get this bridge going early on so that people would get the message that the line was coming through Palms, Cheviot Hills, and Rancho Park as it should, instead of continuing along Venice. The question is: Will the design allow a future spur toward west along Venice Boulevard?
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Post by darrell on Aug 7, 2011 11:53:05 GMT -8
The question is: Will the design allow a future spur toward west along Venice Boulevard? Probably not, for multiple reasons: * I'd think the engineering for a bridge with a branch would need to be in place at the beginning, and would be difficult to add later. That came up when I suggested the Regional Connector tie into the aerial at Alameda. * There's no capacity to add trains onto Expo from Venice, same as there isn't to add Crenshaw trains.
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andop2
Junior Member
Posts: 70
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Post by andop2 on Aug 8, 2011 8:09:48 GMT -8
Thanks for all the great documentary photos, expolinefan!
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Post by carter on Aug 8, 2011 8:38:17 GMT -8
The question is: Will the design allow a future spur toward west along Venice Boulevard? * There's no capacity to add trains onto Expo from Venice, same as there isn't to add Crenshaw trains. Or conversely, if you add a branch, you'd have to settle for half the frequency on each leg of the branch. That might make sense for a suburban line, but trains every 20 minutes at peak hour isn't going to cut it for Santa Monica and West L.A.
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Post by Dan Wentzel on Aug 8, 2011 11:40:03 GMT -8
There could possibly be support for a Venice streetcar line running in transit only lanes from the beach to Expo to the northern extension of the Crenshaw line.
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Post by matthewb on Aug 8, 2011 12:42:49 GMT -8
There could possibly be support for a Venice streetcar line running in transit only lanes from the beach to Expo to the northern extension of the Crenshaw line. I definitely would support that In Frankfurt, for example, the Straßenbahn (streetcar) lines complement the U-Bahn and are often competitive in terms of travel time as they often have their own dedicated ROW. This is a way to get some of the capacity and the smooth ride of rail with lower construction costs. For the right length and ridership, it can be a very acceptable alternative to light rail.
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Post by jdrcrasher on Aug 8, 2011 20:11:17 GMT -8
There could possibly be support for a Venice streetcar line running in transit only lanes from the beach to Expo to the northern extension of the Crenshaw line. I think it would make more sense to have a Venice light rail line continue on Venice to downtown than head north to Hollywood, like what some people propose.
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Post by Alexis Kasperavičius on Aug 9, 2011 7:18:06 GMT -8
Yes, but don't forget that the Straßenbahn streetcars were installed first and the Ubahn (subways) were built later. In Nürnberg, where I lived last year, many of the streetcar lines were being taken out or pared down. The tracks either planted or paved over, as a subway line ran in the same direction. It simply cost too much to run them both and the subways there are completely automatic (no drivers).
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Post by matthewb on Aug 9, 2011 7:28:19 GMT -8
Yes, but don't forget that the Straßenbahn streetcars were installed first and the Ubahn (subways) were built later. In Nürnberg, where I lived last year, many of the streetcar lines were being taken out or pared down. The tracks either planted or paved over, as a subway line ran in the same direction. It simply cost too much to run them both and the subways there are completely automatic (no drivers). Actually, you can see a plan of the network, along with dates that the lines were built. They're still expanding the Straßenbahn network alongside the U-Bahn and S-Bahn in a complementary fashion. Some lines have been taken out, but on the whole, the network is still growing.
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Post by LAofAnaheim on Aug 9, 2011 7:35:40 GMT -8
There could possibly be support for a Venice streetcar line running in transit only lanes from the beach to Expo to the northern extension of the Crenshaw line. I think it would make more sense to have a Venice light rail line continue on Venice to downtown than head north to Hollywood, like what some people propose. Or propose to start at Venice/Crenshaw to connect with the future Crenshaw Line north of Expo to Hollywood via West Hollywood. People can make the transfer there.
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Post by matthewb on Aug 10, 2011 3:32:32 GMT -8
Or propose to start at Venice/Crenshaw to connect with the future Crenshaw Line north of Expo to Hollywood via West Hollywood. People can make the transfer there. I guess this is getting a bit off topic, but there are three westside lines, and it probably makes sense to try to have a connection to each in the long run. I would start with Venice/Robertson Expo station to the beach, preferably in a dedicated transit lane. Then it could connect to a northern extension of the Crenshaw line around Pico and San Vicente. Afterwards, probably very long in the future, one could consider a connection to the Red line somewhere other than where the Crenshaw line connects, e.g. at Western (Pico to Western routing to pick up some density in Koreatown). That would give three clear phases, always enhancing the westside rail network in areas that should ultimately be able to support dense infill in an organic fashion given proper zoning.
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Post by erict on Aug 12, 2011 17:15:57 GMT -8
I think that the Vermont line is the best connector to Expo, Red and Crenshaw lines (Green?), although Western is certainly nice. Vermont has the advantage of having the Red line already, however it requires at least 2 transfers. I think your idea is essential as far as planning goes, there must be more connections. Or propose to start at Venice/Crenshaw to connect with the future Crenshaw Line north of Expo to Hollywood via West Hollywood. People can make the transfer there. I guess this is getting a bit off topic, but there are three westside lines, and it probably makes sense to try to have a connection to each in the long run. I would start with Venice/Robertson Expo station to the beach, preferably in a dedicated transit lane. Then it could connect to a northern extension of the Crenshaw line around Pico and San Vicente. Afterwards, probably very long in the future, one could consider a connection to the Red line somewhere other than where the Crenshaw line connects, e.g. at Western (Pico to Western routing to pick up some density in Koreatown). That would give three clear phases, always enhancing the westside rail network in areas that should ultimately be able to support dense infill in an organic fashion given proper zoning.
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Post by matthewb on Aug 13, 2011 8:44:12 GMT -8
I think that the Vermont line is the best connector to Expo, Red and Crenshaw lines (Green?), although Western is certainly nice. Vermont has the advantage of having the Red line already, however it requires at least 2 transfers. I think your idea is essential as far as planning goes, there must be more connections. I guess this is getting a bit off topic, but there are three westside lines, and it probably makes sense to try to have a connection to each in the long run. I would start with Venice/Robertson Expo station to the beach, preferably in a dedicated transit lane. Then it could connect to a northern extension of the Crenshaw line around Pico and San Vicente. Afterwards, probably very long in the future, one could consider a connection to the Red line somewhere other than where the Crenshaw line connects, e.g. at Western (Pico to Western routing to pick up some density in Koreatown). That would give three clear phases, always enhancing the westside rail network in areas that should ultimately be able to support dense infill in an organic fashion given proper zoning. I think an exact connection would depend primarily on funding, and the status of a potential future Vermont line south of Wilshire.
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Post by Alexis Kasperavičius on Aug 13, 2011 11:00:29 GMT -8
Nice pics Dwight! Thanks for posting!
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Post by Gokhan on Aug 15, 2011 16:17:02 GMT -8
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Post by rubbertoe on Aug 15, 2011 16:43:31 GMT -8
Only comment that I would make about hand drawn station renderings is that if they can do this for the Central Corridor in Minneapolis: www.metrocouncil.org/transportation/ccorridor/video/RouteSimulations.htmWhy do we have hand drawn station renderings when LA is the home of all the animation companies? I'll bet that any reputable animation company could put one of these together for less than the cost of a days worth of MTA legal fees. They could even show a side-by-side view of the current alignment, right next to the planned system, from the same viewing angles. Talk about a video being worth a million words... RT
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Post by LAofAnaheim on Aug 15, 2011 17:27:36 GMT -8
Only comment that I would make about hand drawn station renderings is that if they can do this for the Central Corridor in Minneapolis: www.metrocouncil.org/transportation/ccorridor/video/RouteSimulations.htmWhy do we have hand drawn station renderings when LA is the home of all the animation companies? I'll bet that any reputable animation company could put one of these together for less than the cost of a days worth of MTA legal fees. They could even show a side-by-side view of the current alignment, right next to the planned system, from the same viewing angles. Talk about a video being worth a million words... RT Don't movie studios still use hand drawing for scene layouts? The legal fees that Metro pays prevents people like NSFR and other crazy organizations. We cannot jeopardize this money. Also, Metro does do simulation videos besides "hand drawn" station renderings. This is very common world-wide and in the multi-billion $ movie business. These layouts give greater detail than a video simulation can; hence, why they are essential to the development of a rail line.
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Post by roadtrainer on Aug 15, 2011 18:21:55 GMT -8
Any news on the tunnel widening? When Mr. Thorpe mentioned the possible shutting down the west bound 10 for six months all i could think about was this: ' Carmageddon was a cake walk!' Has anybody thought that the cut and cover option might be the best idea? P.S. will the train run on the street on ColoradoBlvd. in a medium or will it run on the street such as the old street car line did?
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Post by Gokhan on Aug 15, 2011 18:31:05 GMT -8
Any news on the tunnel widening? When Mr. Thorpe mentioned the possible shutting down the west bound 10 for six months all i could think about was this: ' Carmageddon was a cake walk!' Has anybody thought that the cut and cover option might be the best idea? P.S. will the train run on the street on ColoradoBlvd. in a medium or will it run on the street such as the old street car line did? The latest news is such that it looks like Palms Overhead will work out as it is. Palms Overhead is basically a cut-and-cover structure -- a 25 ft W x 23 ft H x 340 ft L reinforced-concrete storm-drain-like structure buried under the freeway. The train will run in the median separated from the traffic by mountable curbs -- not actually meant for people to mount them. I do prefer conceptual drawings to video renderings, as the former are for technical engineering purposes and the latter are mainly for PR purposes. Conceptual drawings are almost like preliminary-engineering drawings without precise length units and they convey a lot of useful information, important for the discussion of the engineering design.
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Post by darrell on Aug 15, 2011 20:27:26 GMT -8
Expo Authority images of Colorado: Original sketch of median tracks, about 9th Street looking east. This was from discussion of whether parking would be retained on both sides of Colorado. I think the result was the upper one, with parking on one side and center poles.
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Post by LAofAnaheim on Aug 15, 2011 21:39:34 GMT -8
Interesting that the Olympic/26th street station will be on the eastside of 26th and not the westside. I'm assuming this is due to spacing needed for the Cloverfield bridge. Though unfortunate, as a station between 26th and Cloverfield would be more convenient for Water Garden, Yahoo! Center, Mtv, and Universal employees; whereas the eastside of 26th is like your Century City station dilemma; one side that abutts nothing, really.
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Post by LAofAnaheim on Aug 15, 2011 21:41:02 GMT -8
Phase 2 groundbreaking will take place on September 12, 2011 (yes, 2011! LOL), 9:30 am. Who's going? I'll take the day off of work to see this! This is confirmed, right? Does anybody know where the groundbreaking will be held?
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