Yaroslavsky, Rosendahl and Feuer say ‘courage’ needed in face of political obstacles that could block transportation projects.
During a transportation forum at the Brentwood Community Council meeting at University Synagogue Tuesday night, three Westside politicians discussed their short- and long-term plans to reduce gridlock in West L.A. and the ‘courage’ needed to realize them. ‘The demand for street use, especially between the 405 and the ocean, has exploded,’ said LA County Supervisor Zev Yaroslavsky. ‘But capacity hasn’t increased.’ Yaroslavsky attributes congestion here to the growth of commercial development and socio-geographic inequality. ‘What develops traffic is commercial development, not residential development,’ said Yaroslavsky, who has represented west L.A. County since 1994 and sits on the Metropolitan Transportation Authority. ‘We’ve created a magnet. But most of the people who work here can’t afford to live here, so all these people commute west in the morning and east in the evening,’ Yaroslavsky along with Councilman Bill Rosendahl and State Assemblyman Mike Feuer presented a host of current plans that aim to ease congestion here. Each plan is expected to carry a large price tag and incur the wrath of some business groups and homeowners associations. But all three politicians urged ‘courage’ to try various solutions.’ Some plans include: ‘ Make Olympic and Pico Boulevards One-Way Streets Yaroslavsky and other transportation planners say that one-way streets move faster. They credit Beverly Hills with reducing congestion after several one-way conversions. According to the current plan, Pico would go east and Olympic west. The two streets would be wide enough to have four-lane traffic that Yaroslavsky hopes would include a designated bus lane. This plan is expected to generate opposition from merchants who expect business disruption. ‘ Left-Turn Improvements Rosendahl wants to improve left turns at 32 intersections throughout the Westside. He attributes a large part of local gridlock to the absence of dedicated left-turn lanes and designated left-turn lights. This project is one of the least expensive traffic plans but approval could depend on wresting control from the state, which controls some streets like Lincoln Boulevard. ‘ Improve/Enhance Signal Synchronization Feuer, who chairs the state Assembly’s Budget Subcommittee on Transportation, wants to divert state funding to synchronize signals. Rosendahl has 165 intersections that he wants synchronized. But Feuer says funding might depend on a political fight between in the Assembly between Northern and Southern California. ‘ New Carpool Lane for 405 After initially rejecting it, the state’s Department of Transportation recently approved a plan to add a carpool lane on the 405 between the 10 and 101 freeways. Yaroslavsky said carpool lanes are the most efficient way of easing the flow there. Feuer said a new lane is needed, but he suspects that the new lane will do little to significantly reduce congestion in the long run. ‘ Expo Line to the Sea Phase I of this light rail project is underway after 20 years of planning. When the first phase is complete it will connect downtown to Culver City. Phase II would extend the rail along the 10 freeway from Culver City to the Sears parking lot in Santa Monica. Yaroslavsky said this project could be done early next decade and could carry as many as 75,000 passengers daily, making it the most successful light rail project in the country. Opposition to Phase II could come from Cheviot Hills homeowners who object to the line passing through their community. The Green Line, another light-rail project, could connect to the Expo in Santa Monica and carry passengers as far as the South Bay, stopping at LAX along the way. ‘ Subway to the Sea By far the most expensive of all the current plans, the subway would travel beneath Wilshire Boulevard from downtown to Santa Monica. MTA estimated in 2000 that it would cost $1 billion to build every three miles of subway line, said Yaroslavsky, who believes any subway is a long way from becoming reality. A federal ban on construction was recently lifted, and progress there now depends on acquiring funding and the cooperation of affected cities. ‘We have 88 cities in this county, and they don’t speak to each other with the kind of regularity that they should,’ said Rosendahl, who plans to spend $11 million of his district’s money on short-term projects like left-turn lanes, light synchronization and planning for long-term projects like light rail. For residents of Brentwood and Palisades who attended the meeting, these plans seemed to promise only ambiguous benefits to their daily commutes along Sunset Boulevard. ‘They discussed a lot of good ideas, but there isn’t much we can do with Sunset,’ said Marguerite Perkins Mautner, a member of the Palisades Community Council. ‘I think the one-way Pico-Olympic circuit is a great idea,’ said George Wolfberg, president of the Santa Monica Canyon Civic Association. ‘To the extent that people migrate to the most free-flowing option, it will have a beneficial spillover on Sunset.’ All three of Tuesday night’s speakers acknowledged that these solutions would only have minimal effects until the pattern of residential and commercial development changes. ‘All of these approaches I’ve described are part of the old solution,’ Feuer said. ‘We need to think differently about land use. We need to think about creating spaces where people can work and live in the same neighborhood.’ Echoing that theme, Rosendahl suggested creating affordable housing in places like Pacific Palisades. But the limited supply of developable land and the high cost of property here could make that goal unrealizable. ‘In conclusion, there is no solution,’ Yaroslavsky said. ‘It will never be the way it was in 1960, 1970, 1980’or even 1990. And any politician who says otherwise is being misleading. But it’s the little tweaks that can make a big difference.’ ————— Reporting by Staff Writer Max Taves. To contact, e-mail reporter@palipost.com or call (310) 454-1321 ext. 28.