New renderings of Airport Metro Connector station and new report on Crenshaw/LAX Line and Green Line operating plan

See below for more information on the proposed operating plan for the Crenshaw/LAX and Green Lines after the Crenshaw/LAX Line opens.

Renderings by Grimshaw Architects for Metro.

Design of the new Airport Metro Connector station is about 60 percent complete and a new batch of renderings have been released by agency staff. The station will be built at Aviation and 96th Street.

This is the station where Crenshaw/LAX and Green Line riders will be able to transfer to the Automatic People Mover being built by LAX. The Airport Metro Connector station will also feature bus bays for local buses, as well as a pickup/dropoff area. Long story short: it means not having to drive into the very congested airport horseshoe.

On Metro’s side of things, the plan is to complete the Crenshaw/LAX Line and get that in service — and then begin the work in earnest on the Airport Metro Connector station. Major construction on the station is forecast to start in 2020 with the station opening in 2023, the same year the airport is saying the people mover will be complete. Here’s a new staff report on the Airport Metro Connector.

Below is a video by LAX that shows how the people mover will serve the airport terminals and other destinations:

As for how the Crenshaw/LAX and Green Lines, an operating plan for the two lines is going to the Metro Board of Directors this month for their approval. As part of the Crenshaw project, the tracks were joined with the Green Line tracks, meaning trains can switch between the two lines. Thus the need for a new operating plan.

Under the new plan, trains would run between Norwalk Station and the new Expo/Crenshaw Station on the Crenshaw/LAX Line. Another set of trains would run between Redondo Station and Aviation/Century Station — and later the Airport Metro Connector Station after that opens. Transfers between the two lines will eventually take place at Aviation/Century or the Airport Metro Connector stations.

(pdf here)

14 replies

  1. Steve,

    The 6th rendering from the top: The arrows on the sign imply that the Metro Green/Crenshaw lines will be “upstairs” above ground level.

    The 10th rendering from the top seems more like it will be!

  2. I accept C-1 for now as the South Bay Line will finally get from Redondo Beach to Torrance and hopefully on to Long Beach some day on the south end. C-1 should also allow the South Bay Line to extend north to Westchester, Playa Del Rey and maybe on to Santa Monica some day. The LAX Transit station at 96th then becomes the perfect transfer station for all 4 directions

  3. May as well kill the “El Segundo” line until it reaches Torrance. Its basically a frost bitten appendage.

    The area around Mariposa Station has seen some growth, but not enough to generate riders.

    El Segundo station is a Cold War museum.

    Nash Station is Baby Irvine with no residences.

    Redondo Beach station is another Cold War museum with a car dealership in the perfect position for riders to be reminded of how slow the crawl is into the station.

    Laugh-out-loud

  4. I don’t know about the Bike Hub.
    Everyone rides their bicycle to the airport, right?

    Is the Aviation/Century Station going to remain open after the Airport Metro Connector station opens?

  5. Looks great. Can’t wait to see it. Maybe the Redondo spur could get a few trains of direct rush hour service since most of the El Segundo crowd seems like 9-5ers?

  6. The new Green Line will go from Redondo to Aviation/Century. So it can’t go all the way to Crenshaw? Technically, how does this work? When going north, the train will cross over from the right side to the left side right before Aviation/Century. When leaving Aviation/Century station, the train will have to reverse to back out of the station. Trains will likely have to wait at both sides if the Green Line train is stuck for some reason. This is awfully congested. I suggest they should have trains from Norwalk and Redondo complete their routes to Crenshaw. In rush hour, just have more trains going from Crenshaw to Norwalk. I will miss a complete route from Norwalk to Redondo since I will need to exit off of El Segundo Blvd. Transferring at Aviation/Century will add at least 10 minutes to the journey.

    • You missed a detail. There will be a pocket track much like the one at Sierra Madre Villa where shortliners will make the turn around on this track, off the mainline. Unless an error occurs, there will be no delays as the train will not need to back out of the station.

  7. Hi Steve,

    One operational plan I haven’t seen discussed, neither here nor in previous presentations, is very similar to the recommended alternative C1, but with the LAX–Redondo segment making an additional stop at Aviation/Imperial (or whatever that station will be called after the LAX name is dropped). I realize that adding this stop would add complexity because of the train having to reverse direction, and also some cost because of the extra dwell time, but it would address the main shortcoming of C1, namely the 7-minute transfer penalty between Redondo and Norwalk due to the need to trek all the way to Century and back to make the transfer.

    Do you know why C1 plus a stop at Aviation/Imperial was not considered a viable option?

  8. Would it be possible to create a new line between Willowbrook and Redondo Beach for peak hours only? It would be nice to put those pocket tracks on the Green Line to major use.