Frequently Asked Questions (FAQs)
- What is the Metro Westside Subway Extension 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 subway from Wilshire/Western to Pico/San Vicente in 1994. Due to funding constraints, Metro suspended this project in 1998 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 prompted reconsideration of a possible heavy rail extension, and consideration of other modes, to serve the Westside. In 2007, the Metro Board of Directors authorized an Alternatives Analysis Study (AA) to evaluate ways to provide high-capacity transit service for the Westside. The passage of Measure R in November 2008 provided a source of funding for the Westside Subway Extension along Wilshire Boulevard to Westwood. This allowed additional planning work to proceed. In January 2009, the Metro Board approved the AA which recommended two subway alternatives and authorized proceeding with the next phase of environmental clearance for a project in the area.
- In January 2009, the Metro Board approved the Alternatives Analysis (AA) Study for the Westside Extension and authorized proceeding with a Draft Environmental Impact Statement/Enviornmental Impact Report (Draft EIS/EIR) for the project. What did the AA conclude? And what will the Draft EIS/EIR study?
The AA evaluated various transit modes (including bus rapid transit, light rail, monorail and heavy rail) and concluded that a heavy rail subway (similar to the Metro Red and Purple Lines already operating) was the most appropriate mode to provide the transit capacity required to meet the forecast travel demands in this corridor. The AA also evaluated 17 different alignments and, over the 18-month study, refined those to two recommended Build alternatives.
The Metro Board approved moving forward with the two recommended Build alternatives for this project, as well as the required No Build alternative and Transportation Systems Management (TSM) alternative. The two Build alternatives for further analysis during the Draft EIS/EIR are:
The combined Draft EIS/EIR will evaluate these alternatives in much more detail than the AA. It will also evaluate a required “No-Build” alternative as well as a Transportation Systems Management (TSM) alternative. The Draft EIS/EIR will include a recommendation for a “Locally Preferred Alternative” (LPA). Once selected by the Metro Board, the LPA is the option that will compete for federal funds and proceed through final environmental clearance, engineering, design and construction. The LPA must be eligible and highly competitive for federal "New Starts" funding and be able to be built within projected available funding. Currently, sufficient funding has been identified to build the segment along Wilshire to around the I-405 Freeway. The Draft EIS/EIR, including an LPA recommendation, will be circulated for public review and comment prior to consideration by the Metro Board.• Wilshire Subway: Metro Purple Line Subway Extension via Wilshire Boulevard to Santa Monica; and,
• Wilshire/West Hollywood Subway: Metro Purple Line Subway Extension via Wilshire Boulevard to Santa Monica plus Subway Extension from Metro Red Line Hollywood/Highland Station via Santa Monica Boulevard.
The Environmental Impact Statement (EIS) will result in environmental clearance at the federal level in accordance with the National Environmental Policy Act (NEPA), while the Environmental Impact Report (EIR) will result in environmental clearance at the state/local level in accordance with the California Environmental Quality Act (CEQA).
- In addition to developing the LPA, what is the purpose of the Draft EIS/EIR and what will it study?
The purpose of the Draft EIS/EIR is to study the potential effects of construction and operation, and to evaluate measures to avoid, minimize and mitigate adverse impacts of the project. Examples of impacts to be studied:• Operation and construction
• Traffic and parking
• Land use and development
• Displacement and relocations
• Community and neighborhood impacts
• Visual and aesthetics
• Air quality
• Noise and vibration
• Ecosystems and biological resources
• Geotechnical, seismic and hazardous materials
• Hydrology and water quality
• Energy
• Climate change
• Historic, archaeological and paleontological impacts
• Parklands
• Economic and fiscal impacts
• Safety and security
• Growth inducing impacts
• Environmental justice
• Cost and financial analysis - When will Metro recommend the final mode, alignments, and station locations? How will the preferred alignment and station locations be determined?
Metro evaluated many potential modes, alignments and station alignments during the AA and, based on numerous evaluation criteria, made two Build recommendations to its Board. During the Draft EIS/EIR phase, additional analysis will be conducted to refine the description of the two subway alternatives, including alignment and station details. In some cases, multiple alignments or station options may be carried through the Draft EIS/EIR process. The Draft EIS/EIR will evaluate the alternatives against required environmental criteria (see Question 3), funding availability as well as criteria used by the federal government for providing matching funds.
At the conclusion of the Draft EIS/EIR process, the Metro Board will select a Locally Preferred Alternative (LPA) which will include the mode, alignment and station locations that will move forward into the Final EIS/EIR process. Elements to be considered prior to identification of the LPA will include defining the initial Wilshire Boulevard segment(s) that can be funded with the money identified for the project through Measure R, specifying station location and entrance details, examining the cost effectiveness of various segments, and the timing and funding for an implementation plan. The Draft EIS/EIR will also evaluate additional segments that could be built in the future, if they meet cost-effectiveness criteria and new funding sources are identified.
Public input will continue to be received throughout the Draft EIS/EIR phase.
- Will the Subway be built in segments or all at one time? If it will be built in segments, what’s the earliest segment that could be built and to where?
The Draft EIS/EIR will evaluate the construction and implementation of the two Build alternatives all the way “to the sea” in Santa Monica. The project recommended at the end of the Draft EIS/EIR may not include the entire length of the two alternatives being studied since that recommendation will need to meet strict federal criteria and be able to be built and operated within projected financial resources. The Draft EIS/EIR will also evaluate several Minimum Operable Segment (MOS) options that will consist of a shorter segment or segments that could be built based on when funding is available. This is similar to the currently operating Metro Red/Purple Lines which were built in segments.
About 18 months are needed to complete the Draft EIS/EIR, hold public hearings and adopt the LPA. After that, an additional year would be needed to finalize the EIS/EIR, and about another year to complete engineering design, prepare bid documents, award construction contracts, and secure federal funding. Based on this schedule, construction of the subway could begin in FY 2013. The project will most like be built in phases depending on when funding is available.
- How much will the project cost? Where will the money for construction come from? How does Measure R impact the project?
The AA estimated the costs of the two subway alternatives as $6.1 billion for the Wilshire Subway Alternative all the way to Santa Monica and $9.0 billion for the Wilshire/West Hollywood Subway Alternative all the way to Santa Monica (in 2008 dollars). These cost estimates are being updated in the Draft EIS/EIR.
The passage of Measure R in November 2008 creates a source of funding for the project. It is anticipated that Measure R will generate $40 billion over the next 30 years. The Measure R expenditure plan allocates money to a variety of transportation projects throughout the County over that time period. While it does not provide funding for the full implementation of either subway alternative, it does provide $4.1 billion for the Westside Subway Extension down Wilshire to around the I-405 Freeway.
- How many people will ride the Westside Extension?
The AA Study projected that there would be 61,500 average weekday boardings on the new stations along the Wilshire Subway if it is built all the way to Santa Monica. It would result in 96,000 daily boardings throughout the Metro Rail system which includes boardings at the new stations as well as new boardings on other Metro Rail lines. The full Wilshire/West Hollywood Subway if it is built to Santa Monica would result in 79,400 daily boardings at the new stations and a total of 116,000 systemwide boardings. Just building the Wilshire subway to Westwood still results in substantial ridership with 49,000 new station boardings and 76,000 systemwide boardings.
- What are the construction impacts of a subway? How might construction impact businesses, residents & property owners?
Impacts of construction and potential mitigation measures will be evaluated during the Draft EIS/EIR. Typical impacts that might occur during construction include temporary lane or roadway closures (to install decking over station areas or for staging of construction equipment or materials), removal and hauling of earth from the tunneling, construction traffic and parking, potential detours to reach businesses or residences, and noise and air quality impacts. Most of these impacts have associated mitigation measures.
Should the Westside Subway Extension move forward into construction, Metro will work to minimize those impacts on businesses, residents and property owners as it has with other Metro construction projects. Representative measures might encompass ensuring that decking is flush with the street, locating earth removal location(s) near major streets and freeway(s), specifying haul routes, etc. Improved communications, including signage and advertising, are typically employed to help maintain access to businesses. In addition, Metro has established procedures to document existing conditions at properties along the subway construction alignment in advance of construction so that it can accurately assess and address any damage claims that may arise.
While construction impacts and possible mitigation measures are evaluated in the Draft EIS/EIR, a construction mitigation plan will be adopted during the Final EIS/EIR.
- How will you avoid construction problems such as those that occurred in the 1990s during construction of the Red Line?
In recent years, Metro has employed improved tunneling techniques to minimize impacts on adjacent properties. The primary method for avoiding subsidence is the use of “earth pressure balance” tunnel boring machines. With this new technology, pressure is maintained in the surrounding earth while the tunnel is being excavated significantly reducing the risk of subsidence. Using this technology, Metro recently completed a 1.8-mile tunnel for the Metro Gold Line Eastside Extension Light Rail Transit project with no measurable surface subsidence and no substantiated damage claims from settlement. If necessary, secondary ground stabilization methods will be used.
- Will the trains operate under residential or other private property? What could the impacts be?
Subway tunnels are typically at least 50-70 feet below the surface and are designed to minimize noise and vibration.
Most of the current Metro subway system operates under public rights of way, although there are several areas today where the system operates under various private properties, including business, commercial, single-family and multi-family residential properties. It is likely that a future Westside Subway Extension would also have to pass under some private property, particularly in areas where turns must be navigated. The normal curve radius for subway tunnels is 1,000 feet, much wider than a 90-degree turn at a typical surface street intersection.
Since the first segment of the subway opened in 1993, Metro has received no complaints about noise or vibration due to subway operations. Additionally, in the North Hollywood area, 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.
- I’ve heard that there is subsurface gas and tar 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 parking garages and 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 Draft EIS/EIR. Metro has safely operated the current Metro 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.”
During construction, the pressure face Tunnel Boring Machines (TBMs) isolate gas from workers and the public, while gassy soil and tar sands are separated and treated appropriately. Enhanced ventilation systems will be used where necessary to ensure tunnel and station safety and, if necessary, double gaskets for the tunnel lining or other measures may also be installed.
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
- How can I be sure that subway tunnels will be safe during an earthquake?
Similar to existing Metro Red/Purple Line tunnels, engineers use the most recent seismological data along with subsurface ground conditions to design reinforcement 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.
- What other transit lines will the Westside Subway Extension connect with? Will the Metro Rapid and local bus service on Wilshire continue?
Several transit corridors will connect to the Westside Subway either directly or through bus connections. The Westside Subway Extension would connect with the full Metro Rail system at the Wilshire/Western Station (Metro Purple Line). This would provide direct connections to the Metro Blue Line at the Metro Center Station, and to the Metro Gold Line at Union Station. Union Station also offers direct connections to Amtrak and Metrolink service. The Metro Center Station would offer a direct connection to Phase 1 of the Exposition Line currently under construction between Downtown Los Angeles and Culver City. The Regional Connector project, which is currently under study, would also connect with the Westside Subway Extension at Metro Center. Should additional funding beyond Measure R be identified, it is possible that it could also connect at the Hollywood/Highland Station (Metro Red Line).
Metro has prepared a Draft EIS/EIR evaluating bus and light rail options for a transit project for the Crenshaw Corridor south of Exposition. A Feasibility Study is also being prepared evaluating how to connect Crenshaw to the Wilshire corridor either via bus rapid transit along Crenshaw or via light rail further west Fairfax, La Brea or San Vicente.
Metro Rapid and local bus service is always restructured with new rail service. Bus service could run at increased or decrease frequencies, routes could change including the possibility of terminating some routes at rail stations. A bus-rail interface plan will be developed as part of the refinement of the alternatives and for use in the ridership forecasting model that will describe how the existing and planned bus transit services could be modified to provide access to the subway stations.
- When and how will the decision be made on the optional Crenshaw Station.
Prior to the completion of the Draft EIS/EIR data will be compiled and a recommendation made about whether to include a Crenshaw station in the LPA. Public input will be one factor, but other important factors include distance between stations, travel speeds and projected ridership with and without the station, and the cost of building the station. The cost-effectiveness of each segment of the subway will be an important consideration in competing for matching federal funds.
- How long will it take to get to Westwood from various destinations around LA County?
The table below, taken from Metro’s September 2008 community update presentation, illustrates the projected travel time of the project from various locations throughout the County. Travel times to Westwood/UCLA will improve by about 30-60% from various parts of the region compared with existing bus and rail schedules. It should also be noted that travel times on the subway will remain constant over time, whereas bus and auto travel times on surface streets vary depending on traffic conditions and are expected to degrade over time as congestion increases.
- Will there be parking at the stations? Will it be free?
This is a Metro policy issue. 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 evaluated. The Draft EIS/EIR will evaluate parking issues at the proposed station locations including whether and where to provide dedicated station parking. We will also evaluate available parking that may already exist in the station areas that could possibly be shared for subway purposes.
- What are the likely Minimum Operable Segments (MOSs) that will be considered for implementation? What is the likely schedule associated with each MOS?
Metro is evaluating four potential MOSs in addition to full implementation of "the subway to the sea". The first segment (MOS 1) is likely to extend from Wilshire/Western to Wilshire/Fairfax with stops at Crenshaw (optional station) and La Brea. MOS 2 would extend to Century City with stations in Beverly Hills at La Cienega and Beverly Drive. MOS 3 would extend to Westwood/I-405 with stations being evaluated at Westwood/UCLA and the VA Hospital. With the passage of Measure R, it is estimated that there is sufficient funding to build and operate these first three segments.
We are also evaluating adding the West Hollywood connection from Hollywood & Highland to the Wilshire Subway, with stations along Santa Monica Boulevard at La Brea, Fairfax and San Vicente, as well as near the Beverly Center. Additionally, we are studying the extension of the subway along Wilshire all the way to Santa Monica both with and without the West Hollywood segment. There is no funding currently identified for the West Hollywood segment or the extension along Wilshire “to the sea” in Santa Monica.
The schedule for the construction of each funded segment is dependent on when that funding is available. Based on the current estimate of when funding would be available, it is anticipated that the subway could open to Fairfax in 2019, to Century City in 2026 and to the Westwood/I-405 area by 2036.
- What can be done to accelerate this schedule?
In order to accelerate the schedule, funding sources beyond those in Measure R, would need to be identified for the Westside Subway Extension.
- Can Metro consider extending a Crenshaw Corridor Light Rail Line farther north to create the connection to Hollywood and Highland via West Hollywood at less cost and in less time than it would take to implement the Wilshire/West Hollywood subway alternative, thereby creating an east-west route along Wilshire and a north-south route from Hollywood and Highland through West Hollywood?
This is not currently a part of either the Westside Extension Subway Draft EIS/EIR nor the Crenshaw Transit Corridor Draft EIS/EIR and its accompanying Northern Segment Feasibility Study. However, it is a potential light rail alternative that could be considered by Metro in future corridor studies. Such an alternative might provide a cost-effective rail alternative that would link the Metro Red and Purple Lines and provide direct service to LAX via the Crenshaw Corridor from West Hollywood/Mid-City and via one transfer from the Metro Red Line. Of course, construction and operating funds would have to be identified.
- 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” on the project website (www.metro.net/westside) or by calling the project information line at 213-922-6934. You can also find us on Facebook at “Metro Westside Subway Extension.”
In addition to the Public Scoping Meetings and the Public Hearings that are required as part of the Draft EIS/EIR phase of the project, we are planning three rounds of community update meetings held approximately quarterly during the project. Formal public hearings on the Draft EIS/EIR are anticipated for mid-2010.
- 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.
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