Where will the station entrances be for the Westside Subway Extension?

A rendering of the staff recommended entrance at the Wilshire/Fairfax station on the northwest corner of the intersection.

The Westside Subway Extension on Monday released its Final Environmental Impact Statement/Report. The study is filled with many goodies, including these three renderings of what future station entrances might look like. It is important to note that these are the entrances recommended by Metro staff in the FEIS/R; the Metro Board of Directors will make the final decision.

It’s also worth noting that these images show the potential entrances without any future development. Given Westside real estate values, and Metro’s joint development policies, these areas are likely to be developed eventually.

The renderings and maps are all from chapter two of the FEIS/R [both pdfs].

The staff recommended entrance for the Wilshire/La Cienega station on the northeast corner of the intersection; that's La Cienega at left.

The staff recommended entrance to the Wilshire/Rodeo station at the southeast corner of Wilshire and Reeves Drive.

Maps of the entrances recommended by Metro staff for the Extension’s seven stations, as well as the proposed construction staging areas for each station, are posted after the jump.

 

 

 

One Source reader asked this question: why only one entrance at most of the stations? Here’s the answer from subway planning staff:

The actual number of subway station entrances is determined based on ridership forecasts.  Most Metro subway stations on the Red and Purple Lines have one entrance; however, a few in the Downtown area have two entrances.  For the Westside Subway Extension we will provide two entrances at the Westwood/UCLA Station and one entrance at each of the other six stations. All stations are designed with “knock out panels” which allow for future additional entrances to be added when ridership warrants or when an opportunity arises with adjacent property developments to add an additional entrance and if additional financial resources can be found for this purpose.

The subway is being built in one of the more expensive real estate areas of Los Angeles and the station entrances will need to fit into existing built areas.  The only station entrance where Metro owns property is at Wilshire/La Brea.  At every other location, Metro will need to negotiate and purchase property or an easement for the station entrances or work with adjacent properties if they are willing to provide easements for these entrances. We will monitor ridership after the line opens for service and look for opportunities with adjacent property owners in the meantime to develop additional entrances where possible.

 

More coverage of the FEIS/R:

Travel times to Westwood/UCLA station via the Westside Subway Extension

New FAQ on the Westside Subway Extension

Highlights from the Westside Subway Extension’s final environmental study

Metro releases final environmental study for Westside Subway Extension

 

18 replies

  1. Are those escalators open to the sky? Does that actually work anywhere? In Washington and Dallas at least the exposed escalators are chronically out of order.

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  2. Random trivia question… where does the purple line tunnel presently end? I know the last station is at Western but the excavation has to at least go as far as the Farmer’s Market, right? Or did they seal all of that after the mishap and these stations are on a completely new alignment?

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    • Jamie,

      The furthest west that subway tunneling was done for the initial Purple Line segment was just barely beyond the Western Station. There were never any tunnels dug beyond that, let alone to Fairfax. If you are referring to the methane gas explosion in the 1980s, that was completely unrelated to subway tunneling.

      Please see this 1985 LA Times article for more info.

      http://articles.latimes.com/1985-09-06/news/mn-23559_1_fairfax-area

      Hope that clarifies,

      Carter Rubin
      Contributor, The Source

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  3. I agree with most of the comments posted on the station renderings. Who within the MTA subway planning department are planning these station entrances? The fact that so many only have one entrance is pretty ludicrous (regardless of ridership projections). It’s Wilshire Blvd. Multiple entrances is always warranted. Also, I agree that these detached designs that don’t integrate with the surrounding streets are a step in the wrong direction. LAMTA is still stuck in the past where they were designing entrances to be art pieces taking up an entire city lots. The best non-downtown subway entrance the MTA has is at Normandie/Irolo. Just put a few escalator on multiple corners of the sidewalk and an elevator on another. Stations do not have to be the cavernous unique wastes of space like on the Hollywood extension.

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