Not Just a Hole in the Ground

Much of this may sound like sacrilege to California’s freeway-hardened individualists. It will have an odd ring to those who have transformed their personal vehicles into mobile home-offices. But it must be said: There is a better way to live in Southern California, and guess who can help get us there. Don’t laugh, it’s the Metropolitan Transportation Authority.

In terms of subway construction, it’s time to focus on what can happen above ground once a station has opened, or, better yet, while those stations are still on the drawing board.

The concept has had various names in different places over the years. One was the “livable communities initiative.” Another was “transit-oriented communities.” But the bottom line was always the same: employing subway or light-rail stations as a tool to foster better living conditions, neighborhood revitalization and economic development. Examples abound.

King Street rail station, Alexandria, Va. It was built several blocks west of where one might think it should be--the bustling, historic colonial district that claims George Washington as a hometown boy. But within a year of its opening, developers were erecting new office buildings, apartments, condominiums, restaurants and cinemas within walking distance of the station. Total economic development: $300 million.

Fruitvale BART Community Redevelopment Project, Oakland. The Bay Area Rapid Transit had planned to build only a multilevel parking facility next to its Fruitvale rail station. Nothing more was in the cards for that depressed, low-income neighborhood of Latino, African American and Asian residents. Instead, community leaders, Oakland city officials and BART joined forces to plan a pedestrian plaza, a revitalized local business district, and housing using community development block grants.

Chicago Community Green Line initiative. The Chicago Transit Authority had considered closing the old and badly deteriorated Lake Street elevated train line. Instead, a coalition involving everyone from block captains to members of Congress pressed Chicago transit officials to reinvest in the line as a catalyst for development.

To a degree, this kind of broad-based thinking is going on in Los Angeles and Orange counties, even as neighbors who survived the seeming chaos of subway construction complain about the experience. In the coming months, for example, construction may begin on neighborhood retail stores, new offices, food service facilities and parking near the Metro Blue Line’s Willow Street station within the central Long Beach redevelopment project area. And in Los Angeles’ central business district, the Angels’ Walk program holds promise for integrating transportation improvements with existing and planned developments.

Meanwhile, communities from Chinatown to Old Pasadena are banking on the economic benefits that can arise from the Blue Line rail system to Union Station. But much more can be done, particularly in declining areas such as those adjacent to the recently opened westward extension of the Red Line subway. The goal--one that must involve transit officials, all governmental levels and community leaders--is to exploit an infrastructural achievement in a way that makes surrounding communities better, whether their residents are rich, poor or in between.

That’s the kind of thinking that might drag motorists out of cars and encourage them to consider life with one less monthly payment, one less insurance premium and a roll of bank notes that was once reserved for gasoline, upkeep and repairs.