FLAWS IN METRO'S PROPOSAL
All current proposed alternatives have several flaws. The San Vincente-Santa Monica Boulevard alignment, shown at right along with other lines already built, under construction, or funded via Measure M, manages to serve Beverly Grove and West Hollywood, but at the expense of reasonable end to end travel times and service to the La Brea corridor. Furthermore, due to its extreme westward loop, it provides no geographically sane transfer to the eastbound Purple Line. However, most problematic of all, it makes it extremely inefficient to add any additional lines, as will inevitably be necessary in the coming decades for this already congested and quickly growing city. Judging from the map above, such a system most desperately needs service between Culver City and Venice, connecting northward towards Wilshire Boulevard, and service along Sunset Boulevard, from East Hollywood towards Union Station.

Metro's proposed San Vincente-Santa Monica Boulevard Alignment


However, as can be seen below, there is no efficient way of adding such lines to this map. Transit planners like to create efficient transit grids, because they allow for movement from any point to any other point with minimal transfers without sacrificing journey time for anybody. However, as can be seen below, adding lines to a system like this creates anything but a grid. Arbitrary transfers, senseless termini, and areas with greatly unequal service levels are everywhere.
A system like one of those will never give Angelinos the good transit they deserve.
The same can be said, however, for the proposed Fairfax alignment, shown at right. While this line appears to split the difference between La Brea and La Cienega at firsst glance, it leaves both corridors with utterly inadequate service, while still taking an unreasonably winding alignment, making journey times too long. Also like the San Vincente-Santa Monica Boulevard alignment, the Fairfax alignment’s westward bent makes it nearly impossible to sanely transfer to an eastbound Purple Line train. Moreover, adding future necessary lines to this network is even more awkward than adding them to the San Vincente-Santa Monica Boulevard route. Shown below are the most rational attempts to do so, yet none of them make any sense for Angelinos.

Metro's proposed Fairfax Alignment

This simply won’t do for Angelinos either.
However, the third alignment, routed along La Brea, shows a little promise. As can be seen at right, this alignment shows the basics of a grid. Adding a line could easily fill in the gaps to key areas with high densities of jobs, residents, and tourist attractions such as Downtown, Echo Park, Silver Lake, Hollywood, West Hollywood, Beverly Grove, Culver City, and Venice, giving easy connections between all these locales in a reasonable time.

Metro's proposed La Brea Alignment

OUR SOLUTION
An obvious criticism of this plan (shown at right) is that while it provides ideal service in the long term, the funding currently doesn't exist for the light green Boulevard Line (named after the iconic boulevards it follows--Venice, La Cienega, San Vincente, Santa Monica, and Sunset.) Critics will assert that all that will be completed is the brown Crenshaw line up La Brea Avenue, leaving Beverly Grove and West Hollywood without transit service for decades. However, a closer analysis proves these criticisms to be false. If Los Angeles Metro can fund the Crenshaw Line via San Vincente and Santa Monica Boulevards, a distance of 9.5 miles, then it can certainly fund the Crenshaw Line plus a spur from La Brea/Santa Monica to West Hollywood Park, a combined distance of 9.0 miles. This system can be seen at right. Crenshaw Line trains from the South Bay would enter Hollywood/Highland station, then turn around as Boulevard Line trains to West Hollywood Park, return to Hollywood/Highland, and then proceed to the South Bay as Crenshaw Line trains. While this leaves West Hollywood on a spur, it is the most balanced proposal thus far with existing funding. However, Metro Done Right advocates for a complete phase one of the Boulevard Line, eextending from Hollywood/Highland to Wilshire/la Cienega, allowing convenient connections to other destinations along the purple line corridor.
CRENSHAW LINE
Metro Done Right advocates for a Crenshaw line route built up La Brea to Hollywood/Highland from the Expo line, including stops at West Adams, Mid-City, Wilshire/La Brea, Beverly/La Brea, Santa Monica/La Brea, and Hollywood/Highland.

Shown in figure one is the southernmost new station--West Adams--located at the intersection of Crenshaw Blvd. and Adams Blvd. The semi-transparent black box represents the station box, the brown line represents the Crenshaw line's route itself, and the red box represents the station portal.

Figure two shows the next station--Mid City--located at the intersection of Pico Blvd., Venice Blvd., and San Vincente Blvd. It uses the same colorings as the first figure. However, becuase Metro Done Right proposes that the Crenshaw Line follow an efficient, straight line from West Adams to Wilshire/La Brea instead of going under streets, the station's location requires several land-takings, which creates opporotunities to develop parks (green) and new mixed use developments (purple).

Continuing northward, the next station, Wilshire/La Brea (figure three) shows a new station box for the Crenshaw Line constructed just north the Purple Line Station box, along with a new station entrance.

A station at Beverly/La Brea (figure four) is constructed one mile further north, with a station entrance at the southeast corner of the intersection.

At Santa Monica/La Brea (figure five) a new complicated station is constructed, positioned at an angle accross the underdeveloped blocks to the southeast of the intersection. Becuase of this, new parks and development opporotunites are created, shown as they were in the Mid City Station. The station consists of four levels--the top is a park, with entrances on both ends at La Brea and Santa Monica. Below that is a mezanine with direct escalators to all other levels. Further down is an island platform for the Boulevard Line, which curves into the station from the northwest, and out to the east, designed to be extended to the east at some point. This level has escalators down to the lowest level--Crenshaw Line platforms. Just to the east of the station, a single connection track will decline from the Boulevard Line tracks to the Crenshaw Line tracks.

The final station is at Hollywood/Highland, with the station box positioned southwest, and one level below, the existing red line platforms. A new station entrance will be constructed on the east side of Highland Avenue.
FIGURE ONE
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FIGURE SIX
BOULEVARD LINE
Metro Done Right further advocates for a new line, known here as the Boulevard line, initially branching off the Crenshaw line at Santa Monica/La Brea, and continuing three stops to West Hollywood Park. Metro Done Right also advocates for building phase one of this route two more stops to Wilshire/La Cienega, funded by new property developments along the route. For a full list of proposed developments, and their expected contribuitions, see:
https://drive.google.com/file/d/0B7UoJN3UFce8WjRnUWViZEVaaXc/view?usp=sharing

Figure seven shows the first station exclusively served by the Boulevard Line, at Santa Monica/Fairfax. (Stations shared with the Crenshaw Line are shown in figures five and six.) Santa Monica/Fairfax station has its portal on the northeast corner of the intersection, and because of the large property it is located on, much of it is redeveloped.

Figure eight shows Santa Monica/La Cienega Station. The station portal is located between La Cienega Blvd., Santa Monica Blvd., and Holloway Drive.

Figure nine shows West Hollywood Park Station, the last station that can be funded by Measure M (assuming that Measure M can fund a Crenshaw Line northen extension via San Vincente.) The Station Portal is located on the east side of San Vincente Blvd., between Santa Monica Blvd. and the Pacific Design Center. This station has a new road constructed curving around the back of the aquired property and a new development on the northeast chunk of the property.

If the aformentrioned value-capture development program is implemented, then figure ten shows the potential Beverly Grove Station. It has two entrances--one on the southwest corner of Beverly/San Vincente, and one in the San Vincente Blvd. right of way between 3rd Street and Burton Way. This latter station entrance is made possible by reconfiguring the intersections in the area to benefit all users (figure twelve), which results in the removal of San Vincente Blvd between 3rd Street and Burton Way. As such, the overcomplicated local bus system in the area must be redesigned as is shown in figure eleven. (Metro Rapid routes remain unchanged.)

Finally, the new Boulevard Line station at Wilshire/La Cienega is shown in figure 13. The new station box is constructed south of Wilshire Boulevard, but the station entrance is the same one planned for the Purple Line extension, on the northeast corner of Wilshire/La Cienega. The station is designed to allow for the future extension of the Boulevard Line to Culver City and Venice.
FIGURE SEVEN
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DEVELOPMENT BOULEVARD LINE PDF
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