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Originally Posted by Wright Concept
I think it works nicely because it can be interchangable with the transit mode. That stop spacing can work with both Light Rail and Heavy Rail.
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I'm not quite sure what you're hinting at here. Care to explain?
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There's four tracks on the Chicago Northside line to enable express service.
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Is that only for the Northside?
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The biggest exception to that rule is in Downtown LA.
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I think the whole core of Central LA (Downtown/Westlake/Pico-Union/Koreatown/Hollywood) has density to warrant 1/2-mile stop spacing. It has density to go toe-to-toe with any neighborhood in NYC, Chicago, SF, etc.
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The introduction of another mode or style of service that can fill the gap until the demand really calls for it would work as well. Such as a streetcar or Bus Only lanes with Rapid bus service that feed the subway stations at strategic points and have frequent connecting service.
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The distance between Wilshire/La Cienega and Wilshire/Beverly is a bit much, no? There's clearly a need for another station somewhere in there, especially given the commercial density that exists along that 1.3-mile stretch of road.
With La Cienega/Melrose, I suggested that to the MTA in an email and never got a response back (not surprisingly). The demand should be there because that's at the juncture of two major commercial nodes on the Westside, one of them known as "Restaurant Row" and the other as the new Rodeo Drive. Also, the Pacific Design Center is less than half a mile away. We talk about major activity centers; PDC isn't one?
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Another thing to keep in mind is how we are building the tunnels. Our's are bored tubes so it makes it difficult to add infill stations because we'd have to shut the track down to build the stations. Cut-Cover gives you more future flexibilty because the station platforms can be built around the tracks but businesses would have to suffer through the initial and additional construction process.
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Would cut-and-cover require cutting open the street? How would it work without disrupting service?