Transit: Face the Facts and Lay Down Tracks
Re “Idea to Double-Deck the 101 Is on the Level,” March 25: I was impressed by three glaring absences from the 101 Freeway mitigation debate.
First, no one seems to be interviewing the myriad commuters who would benefit from traffic relief on the nightmarish 101 Freeway.
Contrary to the assertions of the NIMBYs, who have inappropriately dominated the freeway situation to date, these taxpaying commuters own the freeway right of way as much as its local neighbors.
Second, none of the NIMBYs who oppose double-decking had any better solutions for a problem that is not going away. Do these folks recommend more homes get knocked down to expand the freeway?
Third, it should be mentioned that although the elevated 110 Freeway carpool lanes are indeed a success, the 110 busway is not; in fact, ridership shows it is a failure.
Like it or not, transit officials know that cheaper busways pull fewer commuters out of their cars than a quieter, smoother rail line. The MTA just authorized a Valley busway that closely parallels the 101 Freeway. If Caltrans can expedite its conversion into a light, or even heavy, rail with no at-grade street crossings, the speedy freeway alternative that would connect to the Red Line would likely please NIMBYs and commuters alike.
Kenneth S. Alpern
Los Angeles
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Having long observed and experienced the “parking lots” on the 101 Freeway, I am surprised, to say the least, at the shortsighted proposals of Caltrans to solve the problem: widening the freeway or double-decking it. By the time either plan is finished, the growth in population and the number of automobiles will bring the 101 to the same situation that exists today.
I believe that a more practical approach would be to reduce the number of automobiles that use the freeway by providing alternate transportation.
An elevated monorail, along the center of the freeway (or along one side) from downtown to Calabasas (Agoura? Westlake? or?) would conceivably take people out of their one-passenger cars. Properly placed stops and, possibly, adjacent parking lots would make such a program quite attractive.
The time is long overdue for Caltrans to look for other means of transportation besides making it possible for even more automobiles.
Sanford Rothman
Los Angeles
