Many big job centers (illustrated by the darker shades of blue in the map above) are served by transit. These job centers include Warner Center in Woodland Hills (Orange Line BRT); Pasadena (Gold Line); Santa Clarita, Palmdale and Lancaster (Metrolink); Long Beach (Blue Line); and downtown Los Angeles.
The Crenshaw/LAX Line will travel along Aviation Boulevard through the job-rich area surrounding LAX. The South Bay area is also a darker shade of blue; an extension of the Green Line to Torrance is currently under study. And the Foothill Extension of the Gold Line coincides with the darker blue area along the 210 freeway in the San Gabriel Valley.
Several areas of the Westside – Westwood, Century City, and Beverly Hills – are as jobs-rich as downtown Los Angeles. The Draft EIS/EIR for the Westside Subway Extension notes the jobs in those three areas are comparable to the number of jobs in the central business districts of cities such as Seattle, Denver and Atlanta.
The second map, however, vividly shows what is rather obvious: these three big job centers are not currently served by local or commuter rail. Under Measure R, that area is slated to be accessible by the Westside Subway Extension and the second phase of the Expo Line.
As many of you know, Metro is still trying to finalize the location of the Century City stop. The third map shows what Metro officials have said recently: the stop on Constellation is closer to more jobs, mostly because the stop on Santa Monica Boulevard is bordered to the north by a golf course.
Through the Census Bureau’s Local Employment Dynamics database, I was also able to extract the number of jobs within a quarter-mile, half-mile, and a full mile from proposed stations in Century City:
|Quarter Mile||Half-Mile||One (1) Mile|
|Santa Monica and Avenue of the Stars||14,611||31,293||51,344|
|Constellation and Avenue of the Stars||26,215||34,698||55,241|
Of course, those are distances “as the crow flies.” Chapter three of the subway draft environmental study contains some nifty images showing areas that can be reached within a quarter mile and a half mile of each station as people would actually walk them. Two maps from the study — from pages 3-52 and 3-53 — are below.
Safety and other issues regarding both stations and the tunnels to reach them are still being evaluated as part of the project’s final environmental impact report and the decision where to place the station is ultimately up to the Metro Board of Directors. Again, to emphasize: the safety issues are not trivial and they may trump the jobs issue. As the numbers above show, both stations have the potential to serve a lot of workplaces.
Note: The map is missing the 91 segment of the Metrolink rail network.