To go to the airport you'd have to get on a subway (which may be several miles away from you) then either get off in the Wilshire corridor and take a bus to the light rail and then to the airport. Kind of a pain, I'd just take a cab.
A proposed transit line that will run through South Los Angeles should be light rail, not a rapid bus line, according to a report released by the Metropolitan Transportation Authority.
South L.A. officials and community groups cheered the recommendation from Metro staff and said the project estimated to cost at least $1.7 billion will provide unprecedented transit opportunities for residents who so far have been under-served by the county's rail network.
The proposed line would run about 8.5 miles from the intersection of Exposition and Crenshaw boulevards, down Crenshaw, southwest through Inglewood and south to a stop near the airport and [end at] a connection with the Green Line.
About 2.5 miles of the project is proposed as a subway, [meaning the light rail trains will travel underground through a tunnel], including a section that would run underneath Leimert Park, said Metro's project manager Roderick Diaz.
...Staples Center and L.A. Live, at least, are located at the center of the region’s transportation network; their arrival arguably played a substantial role in promoting the maturation of downtown as a whole and the South Park district in particular. The stadium site, by contrast, is a classic greenfield location, a freeway-close, edge-city property tantalizingly untouched by development.
Although a Metrolink station lies a mile or so to the west, Roski’s development team concedes that no more than a fraction of fans would come by train in the stadium’s early years of operation.
And even if more fans arrive via Metrolink as time goes on, the location — bound by the 57 and 60 freeways on two sides and a warehouse district on two others — rules out the possibility that its development will forge or nurture any urban connections with the neighborhoods around it.
Roski’s proposed plan for the site follows a certain unmistakable logic: For him (at left), developing a stadium in Industry as a means of trying to buy all or part of an NFL franchise is a savvy strategy. The question is how politicians in Southern California ought to look at it. If we signal that we’re desperate for a team to return to the region, the NFL will likely exact from us a stadium project that makes a lot more sense for the league and for Roski than it does for us.
If, on the other hand, we recognize that the NFL, though its executives are careful not to admit it too explicitly, is counting on being back in or near Los Angeles for a long list of reasons — primarily because we make up the second largest media market in the country — we might pursue a far different approach. (The fact that the league is banking, long-term, on two teams here makes that plain.)
We might seize on an NFL stadium plan — whether that is a new building or the renovation of an existing facility — as a planning catalyst, a way to jump-start a particular district or provide a boost to mass-transit development.
Instead Roski’s plan will catalyze little more than his own dreams of creating an entertainment juggernaut that keeps the rest of the region at arm’s length.
Fortunately, Molina's bitterness doesn't appear to be shared by her constituents, who mostly seem thrilled about Sunday's debut. They should be; the Eastside has a large transit- dependent population, and by the end of its first year, the Gold Line is expected to attract 13,000 daily boardings.
Of course, this doesn't mean the sniping over subways has ended. Not satisfied by a recommendation from the Metropolitan Transportation Authority staff that an eight-mile project along Crenshaw Boulevard should be a light-rail line rather than a less expensive dedicated busway, Supervisor Mark Ridley-Thomas hopes to drum up hundreds of millions more dollars to make it a subway. Meanwhile, the so-called subway to the sea along Wilshire Boulevard -- one of the only parts of L.A. with the density to justify the expense of subway construction -- is constantly under threat from politicians who want to seize its funding for their own projects.
But those are fights for another day. On Sunday, there will be such a thing as a free ride, with the new Gold Line operating all day with no charge. All aboard.
Can't wait to see ARTIC break ground in 2010! My understanding is that some sort of train (be it subway or high speed) will connect NorCal to SoCal. Traveling to disneyland will become an inexpensive and easily accessed breeze then. Can't wait! Speed railing from LA to Vegas will be oh so awesome as well!
To Boldly Go Where No MiceChatter Has Gone Before!
For one reason or another, the HSR maps I've seen have all shown San Diego connected to Los Angeles via a line that goes out to Ontario Airport, not through OC.
Then there's a seperate line from Irvine to Los Angeles. They merge and go north to Modesto area, where it splits again and one line goes over to Gilroy and Santa Clara and San Francisco, while the other goes up to Sacramento.
The CA-NV project is a totally seperate animal. It's not been voter approved like the CA HSR - and althougth not fully funded, the Los Angeles to Anaheim segment will be the first to open.