Have a transportation-related article you think should be included in headlines? Drop me an email! And don’t forget, Metro is on Twitter, Facebook and Instagram. Pick your social media poison!
ART OF DROUGHT: The Badger Pass ski area in Yosemite National Park as seen on a park webcam this morning. Snow may be on the way for the park today but the photo shows how little of the white stuff there has been to date.
Are people really going to take the train to LAX? (LA Weekly)
Reporter Gene Maddeus takes a skeptical look at ongoing studies to connect Los Angeles International Airport to Metro Rail via a people mover. He focuses on two concerns: 1) the Crenshaw/LAX Line doesn’t serve the areas where many airport passengers are coming from to reach the airport, and; 2) therefore the trip to the airport from places such as downtown L.A., Santa Monica, Hollywood, etc., will involve many time-munching transfers.
Example: Maddeus points out it would take 38 minutes via transit to get from 7th/Metro to Aviation/Century, according to Metro. Can’t argue with him about that: it took me 24 minutes on the Expo Line last week to travel between Expo/Crenshaw and 7th/Metro thanks to many red lights courtesy of the city of Los Angeles.
The conclusion to his story:
By now, it should be clear that the Crenshaw Line was not designed with LAX passengers in mind. Instead, it was designed for people who live along Crenshaw and currently take the bus. (Crenshaw is the second-most-trafficked bus corridor in the city, after Wilshire.) Adding an airport connection will not change that fundamental fact.
Jose Ubaldo, the MTA spokesman, said that the agency is considering express service on the Crenshaw Line for LAX passengers. Good idea. Let’s hear more about that. However, if it requires design changes it may already be too late, seeing as MTA just broke ground on the Crenshaw Line.
Bottom line: Everybody wants to be able to take the train to the airport. That would be tremendously convenient, if done correctly. But don’t count on MTA and LAWA to do it correctly. In the real world, the convenient system that everybody is imagining may not be what we end up with.
I think this was a good article with a journalist asking smart questions. I would, however, like to add a couple of points to consider:
•Will the masses abandon their cars to get to LAX via train? Probably not — as evidenced at other airports in the U.S. served by trains. But LAX also serves more than 63 million passengers a year and is also a major employment center. Given traffic in the area, having a transit option for even a small percentage of passengers seems worthwhile — and at LAX, a small percentage could still be a significant number of passengers each year. Here’s the employment density map from the project’s environmental studies:
•The 8.5-mile Crenshaw/LAX Line that is now under construction is just part of what could be a considerably longer rail line. For example, the line will allow trains to run one day from the South Bay via a Green Line extension under study and partially funded by Measure R. Extending the Crenshaw/LAX Line north of Exposition Boulevard is not funded at this time, but is in Metro’s long-range plan. Just getting the Crenshaw/LAX to the future Purple Line would certainly make it easier to reach the airport for many more people near the Metro Rail network.
Finally, I thought Maddeus’ article indirectly attacks another worthy question that will continue to be debated: how much money should be spent on the Airport Metro Connector project, considering all the factors above?
Four alternatives move forward for Airport Metro Connector project — with more study of two other options
Motion seeks to restore two alternatives that would bring light rail directly into LAX terminals
Connecting Metro Rail to LAX: a look at issues currently on the table
More than a fourth of Orange Line passengers may ride for free, study shows (L.A. Times)
Coverage of the two-day fare check in December by the Los Angeles Sheriff’s Department that found a 22 percent fare evasion rate one day and a 16 percent rate on the second day. Metro officials say the agency is losing $1 million to $2 million annually in fare evasion on the line and two Metro Board members — Paul Krekorian and Zev Yaroslavsky — have asked for an awareness campaign to teach/remind the public to pay fares as well as a report on the feasibility and cost of adding gates to the Orange Line.
Here’s the staff report that the Times article is based on. In the meantime, please remember to tap your TAP cards at the validators on the platform. If you don’t, you could be cited for fare evasion and this report pretty much guarantees that deputies will be cracking down.
The day we lost Atlanta (Politico)
Snowpocalypse! Photo by William Brawley, via Flickr creative commons.
Interesting story looks at the root causes that saw two inches of snow earlier this week shut down the metro Atlanta area and strand thousands in cars, schools and other buildings. The gist of it: everyone tried to hit the road at once to get home before the snow, balkanized governance over the metro area and not enough transit in Atlanta’s ‘burbs. In other words, it was a sprawlstorm now a snowstorm that tanked Atlanta.
The New York Times also has a strong article explaining the storm, pointing out that allowing tractor trailers with no tire chains on freeways through the heart of the city was kind of dumb — and that city leaders did little because they thought the storm was going to veer south of the metro area.
I’d like to make fun of Atlanta but then I took a moment to ponder what would happen if two inches of snow fell across sprawling Los Angeles County….