The measured approach to transit expansion

Written by Mischa Wanek-Libman, editor

LACMTA is in the middle of a building boom and has plans to continue that trend in an effort to transform L.A. into a premier transit-friendly city.

 {besps}June16_lacmta{/besps}
{besps_c}0|1grade.jpg|Testing on the Expo Line Phase 2. Credit: Steve hymon/the source.{/besps_c}
{besps_c}0|2grade.jpg| The final e-clip being installed on the Gold Line Foothill extension. Credit: LACMTA/the source.{/besps_c}

LACMTA is in the middle of a building boom and has plans to continue that trend in an effort to transform L.A. into a premier transit-friendly city.

Los Angeles Metropolitan Transportation Authority (LACMTA) holds the distinction of being the nation’s third largest transportation agency and transports millions of passengers every day. The agency opened its first rail line more than 25 years ago and has expanded the rail system’s footprint to include 93 miles of rail along six lines with plans for much more in the works.

LACMTA recently celebrated the opening of the Gold Line Foothill Extension to Azusa on March 5, 2016 and the Expo Line Phase 2 to Santa Monica on May 20.

The Gold Line Foothill extension added an additional 11.5 miles and six new stations to the existing Gold Line, making the route the longest in LACMTA’s rail system with more than 31 miles and 27 stations between East Los Angeles and Azusa.

Phillip Washington, LACMTA’s chief executive officer, called the opening of the Gold Line Foothill extension “just the beginning” as the agency builds more rail lines to transform transportation across the region.

A few months following Gold Line extension opening, the Expo Line Phase 2 project added seven stations and 6.6 miles to the existing Expo Line that currently runs from downtown L.A. to Culver City, extending the line to downtown Santa Monica and only steps away from the Santa Monica Pier.

The two extensions added a combined 18 miles to LACMTA’s rail system and the agency has another three rail projects either under construction or progressing in 2016.

The $2.058-billion Crenshaw/LAX project is expected to reach 50-percent construction completion in 2016 and will run between the Green Line and the Expo Line when it opens in 2019, ultimately add ing 8.5 miles between Crenshaw, Inglewood and Los Angeles International Airport. The project’s tunnel boring machine (TBM), Harriet, started boring the first of two twin tunnels for the project in early spring.

When Washington was asked about the current work happening at LACMTA during an event put on by the agency and Zocalo Public Square, he pointed to the Regional Connector Project as a game changer for the region.

The $1.55-billion underground rail system will run along a 1.9-mile alignment between the Blue and Expo Lines and the Gold Line and will provide a direct connection with three new stations planned for 1st Street/Central Avenue, 2nd Street/Broadway and 2nd Place/Hope Street in downtown Los Angeles.

The rail line, expected to be completed in 2020, will provide a one-seat, one-fare ride for commuters traveling north and south from Azusa to Long Beach and for commuters traveling east and west from East Los Angeles to Santa Monica without the need to transfer between rail lines. The TBM is expected to commence work this fall.

The third major project LACMTA hopes to move forward in 2016 is the Purple Line Extension Segment 2, which aims to tap into the job-rich west side of Los Angeles; also referred to as L.A.’s “second downtown.” LACMTA will seek a full funding grant agreement from the federal government to provide critical funding to pave the way for major construction on the 2.6-mile segment of the new line between La Cienega and Century City along Wilshire Boulevard.

Funds behind the projects
A major reason LACMTA is able to accomplish so much has been the dedicated funding provided by Measure R. Measure R is a voter-approved half-cent sales tax for Los Angeles County to finance new transportation projects and programs and accelerate those already in the pipeline.

Approved in 2008, the tax took effect July 2009 with the Gold Line Foothill Extension and Expo Line Phase 2 Extension being the first rail projects to completed with Measure R funds.

Measure R alone does not fully fund all projects. As LACMTA said at the beginning of the year, its “eyes are also on the horizon and looking ahead to plan and seek out funding for long-term solutions in order to continue building the best, most innovative and customer-focused transportation system in the world.”

The LACMTA Board is considering putting another sales tax measure on the ballot in the November election, but is performing its due diligence prior to making its decision, which is anticipated to come on June 23. Despite it’s recent successes, asking voters for a sales tax increase is not guaranteed. LACMTA let voters decide on Measure J in 2012, which would have extended Measure R, but the attempt failed.

The potential ballot measure being weighed for the November election would ask voters to increase the countywide sales tax by a half-cent to 9.5 percent and continue Measure R for an additional 18 years, meaning both would potentially run through 2057 or 2067 if the LACMTA Board supports a 50-year plan. It is also considering a 45-year plan.

The spending plan would generate a projected $120 billion over 40 years for: New transit and highway projects; commuter rail; transit operations and projects to keep buses, trains and facilities in good repair; pedestrian and cycling connections and funding to keep fares affordable for students, seniors and the disabled.

LACMTA developed a draft expenditure plan of what those funds would help pay for and asked for public for input. Under the draft expenditure plan rail-related projects slated for completion in its first 15 years include:

  • Crenshaw/LAX Line station and transit center to connect with LAX people mover
  • Purple Line Extension subway to Westwood (a decade earlier than currently planned)
  • East San Fernando Valley Transit Corridor from Orange Line Van Nuys Station to Sylmar/San Fernando Metrolink Station
  • High Desert Corridor right-of-way acquisition
  • Orange Line grade separation improvements
  • West Santa Ana Branch Corridor from Artesia to just north of the Green Line
  • Vermont Transit Corridor improvements between the Expo Line and the Red/Purple Line
  • A Gold Line extension east from Azusa to Claremont
  • Crenshaw/LAX Track Enhancement Project

LACMTA said public feedback on the expenditure plan regarding the subject of rail indicated that participants wanted to build more rail lines faster, separate more rail lines from road crossings, improve bus-rail connections, provide more parking at stations, upgrade the Orange Line to light rail, improve safety and provide better signage at stations.

LACMTA Board Chair Mark Ridley-Thomas said the plan “reflects a tremendous amount of feedback from stakeholders across Los Angeles County and lays the groundwork for a regional, rational and equitable approach to meeting Los Angeles County’s diverse transit needs.”

In addition to the development of a draft expenditure plan, LACMTA also implemented a strategy to accelerate projects in a bid to bring them to “shovel-ready” status. According to LACMTA, Operation Shovel Ready anticipates potential grants, private sector participation and local community support that can help fund major infrastructure improvements already identified for L.A. County.

“We are on the verge of changing the transportation system throughout the county of Los Angeles. There are a number of projects – ranging from the Crenshaw/LAX Line connection to the LAX Airport, expanding hot lanes on the 5 Freeway, to a bike path on the L.A. River – that will help us move people more safely and efficiently throughout the region, “said Ridley-Thomas. “We are aggressively advancing the initial work on a range of projects, so that we are well positioned to possibly expedite those plans when funding for construction becomes available.”

Operation Shovel Ready specifies that any projects slated to move forward do so only with work that would be necessary even if the projects do not immediately receive funding for design and construction. In addition, funds needed to advance shovel-ready projects would not impact funding for currently approved projects.

“Experience shows that aggressively moving forward is more likely to advance projects quicker toward completion. Many transportation agencies have moved projects through planning before complete funding commitments are received and have ultimately been successful,” said Washington.

Tags: