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Linking the Los Angeles airport (New York Times)
The NYT takes a look at Metro’s Airport Metro Connector project, which seeks to connect the LAX terminals to Metro Rail via a people mover or light rail. The featured photo shows the junction where a Green Line spur was supposed to turn north toward the airport — a spur, as you know, that was never built.
But just how the connection is made is where the politics lie.
There are two options drawing the most consideration. One is an underground rail line that would offer more direct access to the airport, at a cost of about $2 billion more, but it would do little to ease airport congestion. The Los Angeles County Metropolitan Transportation Authority, or Metro, board has placed the proposal on the back burner.
The other option, backed by Mayor Garcetti, is centered on what Mr. Bonin, the councilman, describes as building a new front door to the airport, about a mile and a half away. Ideally, it would be not only a transit hub, but also a place where cars could be parked and luggage checked before passengers took an automated people mover that circulated through the nine terminals.
“The people mover scenario makes the most sense,” said Juan Matute, the associate director of U.C.L.A.’s Institute of Transportation Studies. “There’s a lot of land available to build a world-class arrival center. Then from there, running a people mover will allow a higher capacity of people to enter the airport.”
The article concludes with a note of skepticism anything will happen. I’m not so sure — in my time here it seems there is currently more interest than ever in getting something done and certainly having the Crenshaw/LAX Line under construction is part of that. The big unanswered question, as with most projects, involves funding, namely will there be funds available to build some of the more expensive options.
Riding transit is the best way to celebrate Earth Day (Huffington Post)
The president of a transit workers union — in partnership with the Sierra Club, btw — offers a collection of statistics demonstrating that transit is more sustainable than driving alone. Obviously he has skin in the game, but federal and academic studies back him up. Here’s a page from a 2010 Federal Transit Administration report:
Here’s how the media is getting the whole cities & millennials story wrong (Grist)
Bed Adler writes that the New York Times and other similar media are over-stating the migration of millennials back to cities from the ‘burbs — and the media is under-stating the reason why young sprouts are coming back to cities. It’s not entirely for art and culture, says Grist. It’s for ease of transportation that cities provide.
Interesting issue and I tend to agree with Ben. I’m writing this today from Cincinnati, Ohio (family business), where gentrification of downtown’s Over the Rhine area is underway, including a new streetcar line that is under construction. I grew up here and the number of old buildings that have been rehabbed is very noticeable and it’s hard not to interpret the gentrification as a direct response to the relentless march of sprawl and suburbs to the north. Cincinnati and Dayton were once two distinct metro areas. No more as their ‘burbs have merged.
Of course, many of us equate the ‘burbs with driving and cities with other transportation choices. But it’s not quite that easy. Almost all of the rehabbed buildings of Over the Rhine included parking and those lots were filled with some pretty pricey vehicles, Range Rovers included. I suppose the counter-argument is that city life probably reduces the need for all vehicles — including the fuel hogs — to be used.
Categories: Transportation Headlines
By definition if you are in the city center you are closer to all of the jobs in the metro area than, say, if you were on the west side of town, where you would have to drive through the city to get to jobs on the east side of town. I don’t think it’s a single factor bringing people back to cities. It’s a combination of affordable property values (compared to higher end suburbs), buildings and neighborhoods with character, reduced crime and better schools, and good transportation that are bringing people back to cities.
The question is whether these inner ring suburbs will also be the next to gentrify or continue to remain depressed. In the LA area, these would be places like Compton, Inglewood, Van Nuys, Bell, etc. which have not seen the level of investment of other cities or communities. The lack of transit oriented development in Compton is especially telling since the Blue Line has served that city for over two decades. Sure there is the stigma of living in Compton, but are there more regional factors at play here?