Frequently Asked Questions (FAQs)
- Overview
- Process & Schedule
- Routes/Alignments & Modes
- Relationship with Transit
- Cost
- Safety
- Operational Issues
- Impacts
- Public Input
- Other
1. What is the Metro Westside Extension Transit Corridor project? How did it come about?
The Metro Westside Extension has been an integral element of local, regional and federal transportation planning for close to three decades. Extensive planning studies were conducted in the 1980s and 1990s leading to a Full Funding Grant Agreement with the federal government for a 2.3-mile extension of the Metro Red Line from Wilshire/Western to Pico/San Vicente in 1994. In 1998, however, due to funding constraints, Metro suspended this project in favor of looking at lower cost bus and light rail transit options for the Westside. This led to approvals in 2005 for two different improvements on the Westside — construction of the Exposition Light Rail Transit Project and various Metro Rapid Bus improvements on several high volume bus routes.
Increasing congestion and growth on the Westside since then has prompted reconsideration of a possible heavy rail extension, and consideration of other modes, to serve the Westside. The Metro Board has thus authorized an Alternatives Analysis for the Westside Extension Transit Corridor to look at ways to provide high-capacity transit service to the Westside. There have also been requests from several of the jurisdictions in the study area for extension of the regional rail system to serve their communities. [Top]
2. Is a Subway to the Sea a “done deal”?
No! The Alternatives Analysis is considering other modes of transportation in addition to the subway, and it is considering different alignments and project lengths. While it is expected that whatever alternative is recommended may eventually extend to Santa Monica, funding constraints may require phased implementation of the project, with initial phases ending short of the “sea”. Additionally, funding for the project has not been secured nor is the project in the adopted Long Range Transportation Plan (LRTP). Metro is currently updating the LRTP though it is unknown at this juncture whether the Westside Extension will be included in the 2008 Plan. [Top]
3. What is an Alternatives Analysis? How does this fit into the overall environmental process?
An Alternatives Analysis is a preliminary study of a wide range of alternatives. The primary objective of this analysis is to narrow the number of alternatives that could be carried forward for further study. The Alternatives Analysis for this project is evaluating several rail and bus mode options, as well as alternative alignments and segment lengths. Based on the Alternatives Analysis, staff will make a recommendation to the Metro Board of Directors identifying the alignment, mode, and station locations for further study. The Metro Board may then direct that the recommended alternative be further evaluated in a Draft Environmental Impact Statement (EIS)/Environmental Impact Report (EIR) and be subject to preliminary engineering.
4. Is this study the final step in determining what will get built and when?
No. As discussed above, the Alternatives Analysis is an evaluation of the alternatives leading to recommendation(s) that may be subject to further analysis.
5. What is the schedule for the study?
The Alternative Analysis was initiated in July 2007 and will extend until approximately September 2008, at which time the Metro Board will be asked to make a decision about moving forward with a full environmental analysis.
6. When will Metro finalize the alignments, station locations and mode for further study?
In late summer 2008, Metro will present additional information to the public about the alignments still under study, the recommendation(s) staff plans to take to the Metro Board of Directors, and the conclusions of the AA study. In the early fall, the Metro Board will decide which, if any, alternative(s) should be carried forward for further environmental analysis. The proposed mode and general alignment could be determined by fall, but there are a variety of alignment, station location and other technical issues that will require further study during the environmental clearance process.
7. How soon can I ride this new transit line?
Without knowing the exact project mode, alignment or length, we cannot yet predict when a new transit line would be available for the public to use. Other factors that effect timing include how long it will take to complete all required studies, receive necessary approvals and secure funding. The planning and environmental phase normally takes 3years to complete. Final design and construction for a subway project take another 6-7 years, once funding has been secured. The current AA study represents the first year of the 3 year planning phase. [Top]
8. What alignments is Metro studying as part of the Westside Extension?
The Alternatives Analysis began with evaluating two alignments that were studied in the 1980s and 1990s before the subway extension project was suspended. The first alignment under consideration would extend west from the terminus of the Metro Purple Line at Wilshire/Western roughly along Wilshire Boulevard. The other alignment for evaluation is further north, and extends from the Metro Red Line at Hollywood/Highland heading west roughly following Santa Monica Boulevard (see Question 7 for more information). These alignment options were presented in further detail as a part of the scoping process and have been refined and expanded based on the comments received during scoping. Please go to News and Information to view for information from community presentations about the additional alternatives that have been developed and are being evaluated.
9. Will the alignment traverse multiple jurisdictions including Los Angeles (Mid-Wilshire, Century City and Westwood), Beverly Hills, West Hollywood and Santa Monica?
Yes, the alignment alternatives could traverse multiple jurisdictions. Two primary alignments have been considered historically.
• Wilshire Boulevard alignment from the Wilshire/Western Metro Purple Line station via Wilshire Boulevard to Santa Monica Boulevard, west on Santa Monica Boulevard to Century City, then transitioning back to Wilshire Boulevard to Westwood, continuing along Wilshire Boulevard to downtown Santa Monica (approximately 12 miles).
• Santa Monica Boulevard alignment starting from the Hollywood/Highland Metro Red Line station proceeding south to Santa Monica Boulevard, heading west to West Hollywood, south through the Beverly Center area before heading west again in Beverly Hills, proceeding to Century City, then transitioning back to Wilshire Boulevard to Westwood, continuing along Wilshire Boulevard to downtown Santa Monica (approximately 12.5 miles).
10. What transit modes are being considered? How will a recommendation be made?
The transit modes under consideration for the Alternatives Analysis include existing modes in operation by Metro including Heavy Rail (Red/Purple Lines), Light Rail (Blue/Green/Gold Lines), and different bus modes (Orange Line Bus Rapid Transit or “BRT,” Metro Rapid Bus, etc.). The study must also evaluate a “no build” alternative and an alternative that evaluates further enhancements to bus service. As a result of public input, elevated options have also been evaluated including aerial heavy rail, light rail and monorail. See Question 11 for more information about the evaluation criteria.
11. How will the preferred alignment and mode be picked?
There are numerous evaluation criteria that are used to determine how well each mode and/or alignment alternative performs. Some of the criteria for the Westside Extension include:
• Speed, capacity, and reliability
• Construction and operating costs
• Safety, especially for tunneling options
• Cost effectiveness
• Noise, visual and traffic impacts
• Growth-inducing impacts
• Economic impacts on existing land uses
• Localized impacts during construction and operation
• Ability of alternatives to serve higher density Westside land uses and provide relief for increasing traffic congestion.
12. Where will stations be located?
Please go to the May 2008 Presentation to view the maps of the alternatives that are still being evaluated in the study, including possible station locations. The Study is continuing to evaluate these.
13. Don’t we already have plans for the Purple Line to extend to Santa Monica?
There are no current plans for the Purple Line to extend to Santa Monica. That is one of the options this Study will evaluate.
14. Will the line run along Santa Monica Boulevard? They just completed all that construction!
It is a possible alignment that will be evaluated as a part of this study (see Questions 8 and 9).
15. Why has a stand-alone Santa Monica Boulevard Subway been eliminated from further consideration?
A stand-alone Santa Monica Boulevard subway did not perform well based on Metro and Federal Transit Administration (FTA) evaluation criteria. It has lower ridership than a Wilshire alignment, while costing as much or more to construct. However, a combined Wilshire-Santa Monica alternative with a transfer connection at Hollywood & Highland performs well because it serves more high-density areas and its operations plan maximizes service along both branches. Two versions of a combined Wilshire-Santa Monica alternative have remained in the Study for additional analysis. Please go to the May 2008 Presentation to view the alternatives that are still under consideration, and some background on these results.
16. Monorail operates successfully in Las Vegas, Seattle and other US cities. Why was this option eliminated from further consideration for the Westside of Los Angeles?
While monorail service is an effective mode under the right circumstances, it is not a good match for the dense urban environment in the Westside Study area for several reasons. It would be difficult to make the stations fit in the built-up urban environment in the corridor and would require private right-of-way for access points to the stations. In many locations (at major intersections and at turns) large straddle bent beams across the Boulevard would be required to support the monorail tracks and stations. The columns supporting the beams have a negative impact on the pedestrian environment since they are located in the sidewalk and they also have a significant visual impact. In between stations, there would be center columns supporting the monorail tracks. The placement of the columns down the middle of the street would require the removal of at least two travel lanes, and many left turn pockets. Also, a site would have to be found on the Westside for a storage and maintenance facility which could be up to 15 acres in size. This would not be required for heavy-rail technology which already has available facilities that could connect to the Westside Corridor. The costs of the maintenance yard, right-of-way at stations and mitigation for the traffic impacts could increase the costs of a monorail above the costs of a subway. Finally, the carrying capacity of monorail systems presently used in the United States is significantly less than that of a heavy-rail subway and the ridership demands in the Westside Corridor justify the higher capacity system. For more information, please view the May 2008 presentation.
17. Why is a potential Crenshaw station at Wilshire now considered “optional”?
The area in the vicinity of the Crenshaw station is fairly low-density and not planned by the City of Los Angeles to grow much in the future. Consequently, it is forecasted to be one of the lower ridership stations. Since Crenshaw Boulevard ends at Wilshire Boulevard, it is not as heavily traveled as some other major parallel streets that have access to the north. Another study that is currently underway is the Crenshaw Corridor AA/EIS Study. That study is evaluating north-south alternatives along Crenshaw and has recently added a potential connection to the Wilshire Corridor via San Vicente or La Brea. If that Study were to select an alignment that connected to Wilshire at La Brea, this would reduce the need for a Crenshaw station on Wilshire. Eliminating a low-performing station would reduce overall costs and improve travel times, thereby making a future project more cost-effective and better able to compete for Federal funds. The Westside Extension AA study will not make a final recommendation about a Crenshaw station. This would have to be evaluated as a part of a full environmental analysis that would occur after completion of the AA study and would involve input from the local community and the City of Los Angeles. [Top]
18. Does the Westside area need both the Exposition LRT and another east-west transit corridor?
Previous studies have determined that the “Westside” was too big to be served by a single east-west transit project. One project currently under construction is Phase 1 of the Exposition Light Rail line which will run between downtown Los Angeles and Culver City. Planning is currently underway to determine how to extend that line to Santa Monica.
Previous commitments for transit alternatives to serve areas further north than the planned Exposition Light Rail line relied on bus-focused improvements. This study is evaluating various bus, rail and other options for this area of the Westside.
19. What other transit lines will the Westside Extension Transit Corridor connect with?
The Westside Corridor would connect with the full Metro Rail system at the Wilshire/Western Station (Purple Line) and possibly also the Hollywood/Highland Station (Red Line). This would provide direct connections in downtown Los Angeles to the Metro Blue, Gold, and Exposition Light Rail Lines, as well as Metrolink and Amtrak service at Union Station. It would also provide a direct connection to the Metro Orange Line in North Hollywood. Since the alignment and mode of a Westside Extension is not known at this time, it is difficult to say exactly which transit lines on the Westside it will connect with. However, the Westside Extension study area currently is served by numerous local, Rapid, and other bus lines, many of which are already carrying a high number of riders. Connectivity with other transit lines will be considered in more detail should the study move forward into the environmental phase.
20. Could this project recommend closing Wilshire Boulevard to automobile traffic?
This is not one of the initial options planned for evaluation during this Alternatives Analysis. Some above ground options have been studied and ruled out in part because of the impacts to traffic lanes.
21. Will the Metro Rapid and local bus service on Wilshire continue?
Yes. Depending on which alternative (mode and alignment) is selected, bus service may run at increased or decreased frequencies. [Top]
22. How much will the project cost? Where will the money for construction come from?
Initial estimates are that the options under study would cost $5.5 - $8 billion for construction only (in 2008 dollars). The AA study will continue to evaluate and refine the costs for construction, as well as ongoing operation and maintenance, of the alternatives being evaluated. Depending on what the final project is, it is likely that funding would come from a variety of sources. [Top]
23. I've heard that there is subsurface gas in the study area. How can I be sure that the system can be constructed and operate safely?
Subsurface gas is present throughout much of the greater Los Angeles area and is often a factor in construction projects. While tunneling for transportation has special considerations, other projects have been constructed in subsurface gas zones within the Los Angeles region including sewer projects, utility projects, and buildings with deep basements. Similar protocols for safety and testing apply to these projects as they would for a transportation project.
Safety, both during construction and eventual operations, is one of Metro's highest priorities. It is also one of the key evaluation criteria during the Alternatives Analysis.
Metro has safely operated the current Red/Purple Line subway for over 15 years and has successfully constructed subway tunnels where subsurface gas has been present. In 2005, an American Public Transit Association peer review panel determined that “It is possible to tunnel and operate a subway along the Wilshire Corridor safely.”
If constructed, tunnels will be designed to provide a redundant protection system against gas intrusion. This will include:
• Physical barriers to keep gas out of the tunnels
• High volume ventilation systems
• Gas detection systems with alarms
• Emergency ventilation triggered by the gas detection systems.
During operations, safety codes require rigorous and continuous gas
monitoring, alarms, automatic equipment shut-off and additional
personnel training.
24. If a subway mode is selected, how can I be sure that tunnels will be safe during an earthquake?
Similar to existing Red/Purple Line tunnels, engineers use the most recent seismological data along with subsurface ground conditions to design reinforcing for the tunnels and station structures. During the Northridge Earthquake, tunnels performed exactly as predicted. No damage to Metro structures was observed and trains continued to operate during the time when above ground freeways and roadway were closed for repair.
25. How will pedestrian safety, especially near schools, be addressed, if at-grade crossings are anticipated?
At this phase of the study, alternatives that previously included possible at-grade crossings have been eliminated. As Metro continues to build a world-class transportation system, it employs a wide range of safety programs including education, engineering, and enforcement.
Metro has implemented a Rail Safety Education Program to address auto, pedestrian, and passenger safety. This program offers rail safety orientation and training, particularly to schools and other community groups within a 1.5-mile radius of a Metro fixed-route light-rail transit system.
There are many safety features that are designed into projects depending on what the mode is, what speed it will travel, or whether it is at ground-level, above-ground, or underground. These could include crossing gates, lights and signals, horns, etc.
Safety rules and guidelines are enforced by appropriate policing agencies. [Top]
26. For each Metro technology (subway, light rail, BRT), what is the difference in travel speed, reliability and number of passengers carried?
| Mode | Actual Operating Characteristics Normalized to 18 vehicles/hour/direction | Systems Sampled | |
| HRT |  |
Up to 800 passengers/train (6 cars) Top Speed of 70 mph (32 mph average) Up to 14,000 passenger/hour/direction | Metro Red Line Metro Purple Line |
| LRT |  |
Up to 425 passengers/train (3 cars) Top Speed of 55-65 mph (24-35 mph average) Up to 7,600 passengers/hour/direction | Metro Blue Line Metro Green Line Metro Gold Line |
| Monorail |  |
Up to 350 passengers/ train (6 cars) Top Speed of 40-50 mph (18-30 mph average) Up to 6,300 passengers/hour/direction | Las Vegas Monorail Seattle Monorail Disneyland Monorail Disneyworld Monorail |
| BRT |  |
Up to 100 passengers/bus (articulated) To Speed of 35 mph (13-22 mph average) Up to 1,800 passengers/hour/direction | Metro Orange Line Wilshire Metro Rapid |
[Top]
27. If the decision is made that the project should be something other than the current heavy rail system (light-rail, BRT), how would passengers transfer between systems?
Passengers would have to “walk” as they do today to transfer. The 7th/Metro station is a good example of transferring between the heavy rail Red/Purple and light rail Blue Lines. The North Hollywood station is another good example of transferring between the Orange Line busway and heavy rail Red Line.
28. How would a subway be powered?
All subways would use electric power. Heavy rail subway trains, such as the existing Red/Purple Line, draw their power from an energized third rail. Light rail systems, such as the Blue, Green and Gold Lines, obtain power from an overhead line.
29. How will you avoid sinkholes during construction as happened in Hollywood during Red Line construction?
The primary method for avoiding sinkholes will be use of “earth pressure balance” tunnel boring machines. With use of these machines, the excavated ground surface is continuously supported. Metro recently completed a 1.7-mile tunnel for the Eastside Light Rail Transit project, currently under construction, with no measurable settlement using “earth pressure balance” machines. Where necessary, secondary ground stabilization methods, such as soil grouting, will be used.
30. How long will it take to get from Wilshire/Western to Santa Monica? What about from Hollywood/Highland?
That depends on the mode selected, degree of grade separation, and number of stations. It is estimated that from Wilshire/Western to Santa Monica would take about 25 minutes via heavy rail subway. The same trip today takes up to 58 minutes on a Rapid Bus, according to Metro bus schedules. A trip from Hollywood/Highland to Santa Monica via heavy rail subway is estimated to take about 18 minutes. That same trip today takes up to an hour and 6 minutes via Rapid Bus according to Metro bus schedules.
31. Will there be parking at any of the stations? Will it be free?
This is a Metro policy issue. In previous studies of a subway extension to the Westside, a park-and-ride facility was proposed on the grounds of the Veterans Administration (VA). With the amount of development in the study area both planned and already completed over the past 10-15 years, the need for parking and available land to locate such parking will be reevaluated. [Top]
32. What would the impacts be for street traffic, noise, visual appearance if the project were underground? At street level? Above ground?
The Alternatives Analysis will use traffic, noise, visual effects, and other environmental factors as screening criteria for determining which alternatives will be proposed for further study. Based on the Alternatives Analysis, the Metro Board will be asked to select an alternative for further study. The Board may then direct that the recommended alternative receive further analysis through a Draft Environmental Impact Statement (EIS)/ Environmental Impact Report (EIR) and be subject to preliminary engineering.
Should the Metro Board proceed with a Draft EIS/EIR, this environmental
document would evaluate all significant environmental, social, and
economic impacts of the construction and operation of the proposed
project and project alternatives (e.g., underground, at-grade, above
ground). Impact areas to be addressed in a DEIS/DEIR include
transportation; land use, zoning, and economic development; secondary
development; land acquisition, displacements, and relocations; cultural
resources, including historical and archaeological resources;
parklands/recreation areas; neighborhood compatibility and environmental
justice; natural resources, including air quality, wetlands, water
resources, noise, and vibration; energy use; safety and security; and
wildlife and ecosystems, including endangered species. Measures to
avoid, minimize, and mitigate all adverse impacts will be identified and
evaluated as well.
33. Does Metro have to operate under residential or other private property? What would the impacts be?
Generally, most of the current Metro subway system operates under public rights of way though there are several areas today where the system operates under private property, including residential property. It is likely that a future Westside subway would have to pass under private property, particularly in areas where turns must be navigated since the normal curve radius for subway tunnels is 1,000 feet. Metro subway trains currently operate under various private properties, including business, commercial, single-family and multi-family residential properties. Since the first segment of the subway opened in 1993, Metro has received no complaints about noise or vibration due to subway operations. Additionally, there are sound recording studios adjacent to current subway tunnels. These studios utilize sensitive equipment that is capable of detecting noise and vibration that would otherwise be imperceptible. Special track work in these areas ensures that the studios are able to continue operation without being impacted by the subway operations. Subway tunnels are typically at least 50-70 feet below the surface and are designed to minimize noise and vibration. [Top]
34. How can I be involved in the decision-making process? How can I stay informed about this study?
You can register to receive future updates on the project and meeting notices by going to Contact Us or by calling the project information line at 213-922-6934. You can also find us on Facebook at “Metro Westside Extension.”
There have been three rounds of community meetings so far – in October 2007, January/February 2008, and May 2008. An additional set of meetings is tentatively planned for August 2008.
35. Can Metro make a presentation to my neighborhood or business organization?
Please leave a message on the project phone line at (213) 922-6934, or leave the request by going to Contact Us. A Metro representative will contact you to arrange a meeting for your group or to invite you to one planned in your area.
36. What has Metro heard during the Study?
Approximately 1,000 people have attended and participated in the 13 community meetings that have been held as a part of the study from October 2007-May 2008. We have received nearly 800 comments including verbal comments at those meetings, as well as comments submitted in writing and electronically. There has been overwhelming support expressed for the need for a transit improvement in the study area. There has been significant support expressed for a subway along Wilshire Boulevard. There has also been notable support in favor of subways along both Wilshire and Santa Monica Boulevard, though most indicated that a Wilshire alignment should take precedence over Santa Monica. There was support expressed as well for other transit modes, and other alignments, with some opposition. [Top]
37. Isn't there a federal law prohibiting the subway extension?
There was a prohibition against federal funding for a subway through portions of the Wilshire Corridor, though there has never been a prohibition against a subway itself. That funding prohibition was repealed in late 2007.
38. Didn't LA County voters already vote against funding the subway?
In 1998, Los Angeles County voters approved a measure to prohibit the use of local sales tax dollars for tunneling for a subway, but they did not specifically vote against a subway itself. If a subway were selected, other types of state and local funding would need to be identified to provide a match for federal grants. [ Top ]
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