CRENSHAW/LAX TRANSIT CORRIDOR PROJECT FEIS/FEIR

Executive SummaryCONSIDERATION OF ALTERNATIVES

Page ES-16

miles.MOS-Centurywouldextendfrom

theMetroExpositionLinetotheAviation/

CenturyStation,atadistanceof7.4miles,

andwouldincludeDesignOption6.

MOS-Centurywouldalsorequireabus

feederconnectiontotheMetroGreen

Lineatthesouthernend.Ifconstructed,

eitherMOSwouldbeconsistentwith

theestablishedfinancialplanforthe

Crenshaw/LAXTransitCorridorProject.

Asstatedpreviously,thePartially-

CoveredLAXTrenchOptionhasbeen

incorporatedintotheprojectdefinition

asaninterimsolutiontothefullycovered

condition.ThePartially-CoveredTrench

configurationwouldallowaconcrete

capover1,000feetofthebelowgrade

trackwithtwo500-footcoveredsections.

Twootherdesignoptionsthatmaybe

incorporatedintotheprojectdefinition

(basedonpotentialforcostsavingsand

reductioninenvironmentalimpactsin

onecase,andbaseduponBoardaction

intheother).Theseoptionswillfurther

beexploredthroughthepreliminary

engineeringphaseandduringthe

procurementofdesignbuildcontracts.

Alternate Southwest Portal at Crenshaw/

King Station Option.Thisoptioninvolves

analternateportalatthesouthwest

corneroftheCrenshawBoulevard/Martin

LutherKingJr.Boulevardintersection.

Duringthepreliminaryengineering

phaseoftheproject,Metrodetermined

thataprovidingconnectioninfrontof

theBroadwaybuilding(Walmart)could

provideincreasedaccesstotheregional

mall.Inaddition,potentialcostsavings

andfewerdisplacementscouldbe

achievedthroughlesspropertyacquisition

(Theportalwouldbelocatedwithinthe

existinglandscapedsidewalkadjacentto

theBroadwaybuildingandwouldprovide

verticalcirculationtotheunderground

Crenshaw/KingStation).Theportal

couldalsobelocatedinthebasementof

theBroadwaybuildingtoprovideadirect

connectiontotheBaldwinHillsCrenshaw

Plaza.Thisalternateportalisnotincluded

withinthecurrentprojectfinancial

planandwouldonlybeimplemented

ifthelandwereprivatelyfundedorif

easementstoprivately-ownedlandare

granted.Thisstationislocatedatthemost

heavilydevelopedareaoftheentireline

withamajorshoppingcenternearthe

site.Whilethisdesignoptionisnotyet

incorporatedintotheprojectdefinition,

negotiationswiththemallownersmay

yieldsavingswhichallowittobeadopted

aspartoftheprojectdefinition.

Below-Grade Crenshaw/Vernon Optional

Station. SincetheadoptionoftheLPA,

theMetroBoard,atitsMay2011meeting,

directedthebelow-gradeCrenshaw/

VernonStationtobeconsideredasan

optionwithintheprocurementofdesign-

buildcontracts.Whilethisactiondidnot

incorporatetheoptionalstationintothe

projectdefinition,itplacedanemphasis

oncarryingthedesignforwardforthe

design-buildprocurementprocess.Itmay

beimplementedifbidsfortheproject

What is the Harbor Subdivision? The Harbor Subdivision is a freight rail corridor, approximately 26 miles in length, that traverses southwest Los Angeles County from Vernon to Wilmington. In the early 1990s, Metro purchased the portion of the corridor between Redondo Junction and Watson Yard, along with several other rail rights-of-way, to further the development of the region’s rapid transit system. Metro has initiated an Alternatives Analysis Study (AA) for the Harbor Subdivision Transit Corridor. The study will examine potential transit service along the Metro-owned Harbor Subdivision.

Below-grade trench alignment along Aviation Boulevard, adjacent to LAX south runways.

CRENSHAW/LAX TRANSIT CORRIDOR PROJECT FEIS/FEIR

Executive SummaryPROJECT ALIGNMENT

Page ES-17

includingthisdesignoptionfallwithinthe

projectfundingamount.

Project Alignment

Thesouthernterminusofthealignment

wouldbeginattheexistingMetroGreen

LineAviationStationwhichisinanaerial

configuration,andtransitionnortherly

toabelow-gradetrenchconfiguration,

southof111thStreet,asitpassesadjacent

totheLAXsouthrunways.Thebaseline

configurationoftheprojectnearLAX

Runway25Land25Rendsisacut-

and-covertrenchthatiscoveredwitha

reinforcedconcreteroof.Thisisbased

oncommentsreceivedfromtheFederal

AviationAdministration(FAA)andLos

AngelesWorldAirports(LAWA)onthe

DEIS/DEIR.Thereisalsoaninterim

optionforadepressedpartially-covered

trench.Afterclearingthesouthrunways

northof104thStreet,thealignmentwould

transitiontoanaerialconfigurationacross

CenturyBoulevard.

AtCenturyBoulevard,theLRT

alignmentwouldbelocatedonanew

bridgeconstructedwestof,andadjacent

to,theexistingrailroadbridge.The

alignmentwouldtransitiontoanat-grade

configurationnorthoftheWallyPark

structureandoperateat-gradeacross

ArborVitaeStreetandwouldtransition

toanaerialstructureacrossManchester

Avenue.Thealignmentwouldtransition

backtogradelevelforat-gradecrossings

atIsisandHindryAvenues.TheLRT

alignmentwouldtransitiontoanaerial

configurationacrossLaCienegaBoulevard

andtheI-405andwouldreturntograde

beforeOakStreet.

Thealignmentwouldcontinueatgrade

totheeastwithat-gradecrossingsat

OakStreet,CedarStreet,IvyStreet,

andEucalyptusAvenue.Thealignment

woulddescendtoabelow-gradetrench

configurationunderLaBreaAvenuewith

anopencutstationtotheeastofLaBrea

Avenue.Thealignmentwouldtransition

backtogradeeastofLaBreaAvenue

untilVictoriaAvenue.At-gradecrossings

wouldoccuratCentinelaAvenue,West

BoulevardandBrynhurstAvenueandan

at-gradestationwouldbelocatedtothe

westofWestBoulevard.

WestofVictoriaAvenue,thealignment

wouldtransitiontoabelow-grade

tunnelandcontinuealongtheHarbor

SubdivisionuntilCrenshawBoulevard

whereitwouldcontinuenorthunder

CrenshawBoulevarduntilnorthof59th

Placewhereitwouldtransitiontograde

levelinthroughaportalinthemiddle

oftheCrenshawBoulevardmedian.

Thealignmentisrequiredtobebelow

gradeunderthissegmentofCrenshaw

Boulevardbecausethestreetright-of-

waywidthis100feet,whichwouldbe

insufficienttoaccommodateanat-grade

Aerial structure across Manchester Avenue.

Existing view of the Aviation Boulevard/Manchester Avenue intersection.

Rendering of aerial structure over I-405.

Existing view of Florence Avenue crossing at I-405.

CRENSHAW/LAX TRANSIT CORRIDOR PROJECT FEIS/FEIR

Executive SummaryPROJECT ALIGNMENT

Page ES-18

ofCrenshawBoulevard.Thealignment

wouldbebelowgradefortheremainder

ofthealignmenteithertotheterminus

associatedwithanMOSatKingorat

ExpositionBoulevard(theterminusfor

theLPA),withtheincorporationofDesign

Option6.Thebelow-gradealignment

couldbebuiltaseitheraboredorcutand

covertunnel.Thechoiceoftunneling

methodologywillbebasedonananalysis

ofthelengthanddepthofthetunnel

section.Below-gradestationswould

belocatedinthemedianofCrenshaw

BoulevardatKingandExposition

Boulevardswithportalentrances

onpropertiesadjacenttoCrenshaw

Boulevard.

LRTwithoutreducingroadwaylane

capacity.

Thealignmentwouldtravelatgradein

anewmedianofCrenshawBoulevard

southof59thStreetto48thStreet.The

frontageroadsalongCrenshawBoulevard

wouldbeeliminatedwherethealignment

isoperatingatgrade.Therewouldbe

anat-gradestationinthemedianof

CrenshawBoulevard,southofSlauson

Avenue.Thealignmentwouldtransition

toabelow-gradeconfigurationnorthof

48thStreetthroughaportalinthemedian

What is an Overhead Contact System? A distinctive feature of LRT is that the vehicles draw power from overhead wires, known as the overhead contact system (OCS). This allows LRT systems to be integrated with other at-grade transportation modes, such as automobiles and pedestrians.

Cross-sectional view of Crenshaw Boulevard between 54th and 57th Streets

Cross-sectional view of the Harbor Subdivision near Edward Vincent Jr. Park.

CRENSHAW/LAX TRANSIT CORRIDOR PROJECT FEIS/FEIR

Executive SummaryPROJECT ALIGNMENT

Page ES-19

MOS-Centurywouldfollowthesame

alignmentdescribedabove,butbeginning

attheCrenshaw/ExpositionStationwith

theincorporationofDesignOption6and

terminatingattheCenturyStation.

Stations and Station Parking.TheLPA

wouldincludesixstationsforpassenger

accessandthreepark-and-ridefacilities.

Thelocationandsizeofthepark-and-ride

facilitieswasrefinedduringtheadvanced

conceptualengineeringprocess.Together,

thesefacilitieswouldsatisfythetransit

corridor’sparkingdemands.

Fortransitpassengers’convenience

andtocontrolcapital,operating,and

maintenancecosts,theproposedstations,

includingsignage,maps,fixtures,

furnishings,lighting,andcommunication

Vertical Profile of the LPA Alignment.

LRVs would be equivalent to those Metro operates on the existing Metro Blue, Green and Gold Lines. Each vehicle would be equipped for independent two-way operation, with a driver’s cab at each end and would have equal performance in either direction.

equipment,wouldhaveaconsistent

designsimilartotheexistingMetroLRT

stations.LRTStationtypeswouldbe

eitherat-grade,aerial,orbelowgrade,and

CRENSHAW/LAX TRANSIT CORRIDOR PROJECT FEIS/FEIR

Executive SummarySUPPORTING FACILITIES

Page ES-20

arecomprisedof270feetlongplatforms

thataccommodateLRTtrainswithupto

threecars.Theprojectincludestwoat-

gradestations,oneundergroundstation,

onetrenchstation,andoneaboveground

(aerial)station.

• Aviation/Century(aerial)

• Florence/LaBrea(atgrade)

• Florence/West(atgrade)

• Crenshaw/Slauson(atgrade)

• Crenshaw/King(underground)

• Crenshaw/Exposition(underground

withDesignOption6)

Allplatformswouldbefullyaccessible

andcomplywiththeAmericanswith

DisabilitiesAct(ADA).Outdoorplatforms

wouldbewell-lightedandinclude

amenities,suchascanopiesthatcover

aminimum30percentoftheplatform

area,seating,bikelockers,bikeracks,

trashreceptacles,andartwork.TheLRT

stationswouldalsoincludesignage,safety,

andsecurityequipmentwhichwould

providereal-timeinformation.

Supporting LRT Facilities.TheLPA

constructionwouldincludeinstalling

trackwork,anoverheadcontactsystem

(OCS)distributingelectricitytolightrail

vehicles(LRVs),tractionpowersubstations

(TPSS)locatedaboutonemileapart,

signalingandcommunicationsystems,

andavehiclemaintenanceandoperations

facilitywhichwouldoperate24hoursa

day,sevendaysaweek.

Systems:TheLRTfixedguidewaywould

consistofcontinuouslyweldedrails.The

railswouldbeembeddedinaconcrete

slaborinstalledoncrosstiesandballasts.

TheLRTOCSwouldconsistofsteel

polesinstalledalongtheoperatingright-

of-waytosupporttheelectricalpower

line.Thepoleswouldbeapproximately

25-feettallandwouldbeinstalledat90

to170feetintervals.Thepoleswould

generallybelocatedinthecenterofthe

right-of-way,betweenthetwotracks,

whereverpossible.Insomelocations,

thepoleswouldbelocatedonboth

sidesoftheLRTtracks.Theoverhead

electricalpowerlinesaresuspended

abovetheLRTtracks.Electricityfor

LRToperationswouldbesuppliedtothe

OCSfromtractionpowersubstations

(TPSS),locatedalongtheproposedLRT

alignment.Theseelectricalsubstations

wouldbeenclosedstructureslocatednear

theLRTalignment.Developmentofthe

substations,insomecases,wouldrequire

anaccessroadwayformaintenance

vehicles.Electricalsubstationswouldbe

requiredforapproximatelyeachmileof

singleordouble-track.Communications

andsignaling(C&S)buildingshouse

traincontrolandcommunications

forLRToperationsinacentralfacility

ateachstation.Eachfacilityisan

enclosurelocatedwithinthestation

sitearea,typicallyadjacenttoastation

platform.PositioningofaC&Sbuilding

mustbedonetoprovideclearances

formaintenanceandservicing,andto

maintainsightlinesforLRToperations.

Page ES-21

Century Looking East, Gateway to LAX

Aviation and Century, Looking East

Aviation/Century StationThe Aviation/Century Station will serve as a new major gateway between Metro’s regional transit system and LAX. The station will be aerial and designed to accom-modate a future connection to the LAX People Mover. A bus transfer plaza will be provided on the west of the station to provide multimodal access to the system.

CRENSHAW/LAX TRANSIT CORRIDOR PROJECT FEIS/FEIR

Executive SummaryAVIATION/CENTURY STATION

Rendering of the aerial station at Century/Aviation Boulevards.

The above figure shows the location of the Aviation/Century Station located at the aerial crossing over Century Boulevard at Aviation Boulevard.

Existing view of Century Boulevard at Aviation Boulevard.