CRENSHAW-LAX LIGHT RAIL - This Thursday, the MTA board of directors will be presented with an opportunity to approve Supervisor Mark Ridley-Thomas’ motion to keep the entirety of the Crenshaw-LAX Light Rail Line underground on Crenshaw Blvd. The implications of the motion should concern every Angelino, for the Crenshaw-LAX Line is a true regional line, and the Southland needs its last African-American business corridor.
The current Crenshaw-LAX project from the Expo Line Crenshaw station to the Green Line by way of LAX is simply the first phase of perhaps the most significant north-south rail project for our region.
Just consider the Crenshaw-LAX Line extensions that have recently completed study/are currently under study, and one can view a rail line that soon after completion would enjoy the highest ridership of any light rail line in the country.
To the south, MTA has dedicated funding to extend the line deep into the South Bay to Torrance, along a route that parallels the 405 freeway.
To the north, preliminary studies have been completed to extend the line to Wilshire to connect with the Subway to the Sea. Also, just this year, the MTA board dedicated planning resources to study extending the line beyond Wilshire to the Hollywood/Highland Red Line station by way of West Hollywood (a project that is known as the Pink Line.)
Hollywood, West Hollywood, Miracle Mile, Mid-City, Crenshaw District, Inglewood, Westchester, El Segundo, Redondo Beach and Torrance all connected by one rail line to LAX, a rail line that would have transfer stations with 4 of the 5 east-west lines in the MTA system. The implications to the MTA system and region as a whole are huge.
In the South Bay, the line would provide an alternative to the I-405 freeway. In the north from Hollywood to the Expo Line, the line would have a total monopoly on high-speed transportation, because it would be 100% underground permitting it to travel 55 mph between stations in a section of our region that has no freeway option. The result: Hollywood to LAX in just a little over 30 minutes.
The only impediment to fast reliable rail service for this entire line is the median street-running segment in Park Mesa Heights from 48th to 59th street. The regional line, serving one of our regions most important destinations, would have to compete with an already overburdened roadway (over 60,000 cars per day travel this portion of Crenshaw Blvd) and at the major intersection of Slauson/Crenshaw, MTA’s own studies reveal that rush hour congestion is at its worst possible level (Level of Service “F”) and cannot be improved with a street-level crossing.
From 48th to 59th street the train would have to stop at signals and have no crossing gates. Of the nearly 900 accidents on MTA’s Blue Line, America’s deadliest light rail line, 76% of all the accidents and 92% of all the vehicular accidents are at crossings with no gates.
If the goal is to convince commuters that they can make their flights on time by “Go[ing] Metro” – that they need not travel the 405 to get to LAX, surely it is wise to avoid designs which are known to be problematic and create significant delays to passengers.
The historic African-American Crenshaw corridor has been waiting for its rebirth since at least 1992’s civil unrest. There have been piecemeal public and private investments, but none so singularly significant as the Crenshaw-LAX light rail project. It is the largest public works project in the history of South Los Angeles.
In spite of all the challenges, Crenshaw Blvd. merchants are still standing. In the Park Mesa Heights segment of Crenshaw, institutions like Dulan’s, Nobody Jones Boutique, Crenshaw Yoga and Margarita’s Café remain, if in the case of some, only by the skin of their teeth.
Ridley-Thomas’ motion would connect the two underground portions of the rail line, avoiding the challenges and dangers of street-level design between 48th Street to 59th Street in Park Mesa Heights.
To fit street-level tracks on Crenshaw in Park Mesa Heights, MTA would impose a variety of roadway changes that would transform the street, which currently features pedestrian-friendly designs (coupled with a specific plan that requires new buildings to be built in a manner that is pedestrian-oriented), into a boulevard that is far more auto-centric.
MTA’s street-level plan would make it harder for patrons to walk and drive to the mostly black-owned small businesses. The median that makes Crenshaw Blvd a scenic highway would be wiped out, available parking would be cut in half, and left turns at multiple intersections would be eliminated along with mid-block pedestrian crossings. A tremendous economic opportunity would be lost. And the impact on current business with 4-5 long years of street-level construction is daunting.
Can Park Mesa Heights merchants withstand it?
It’s highly doubtful. Far stronger economic corridors succumbed in the best of economic times.
It would be a death to the last African-American business corridor in Southern California.
The plight of the Crenshaw business community should concern us all. If Los Angeles is a salad bowl, filled with a mixture of cultures from throughout the world, Crenshaw Blvd must be the dressing. Our region should no more welcome the destruction of the Crenshaw business community, than it should Little Tokyo or Chinatown.
The Crenshaw community is ready for its rebirth that will occur if MTA builds the Park Mesa Heights tunnel. With it will come not just a preserved cultural destination, but also a stronger tax base for the region.
(Damien Goodmon is the Chair of the Crenshaw Subway Coalition, Coordinator of the Citizens’ Campaign to Fix the Expo Rail Line, resident in the Crenshaw District’s Leimert Park community and an occasional contributor to CityWatch.) -cw
Vol 9 Issue 33
Pub: Apr 26, 2011