the el monte hov / busway: a policy driven experiment in congestion management frank quon division...
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THE EL MONTE HOV / BUSWAY:THE EL MONTE HOV / BUSWAY:A Policy Driven Experiment in
Congestion Management
Frank Quon
Division of OperationsDeputy District Director
HOV LANES IN GENERAL:HOV LANES IN GENERAL:Are They Working?
&&
OVERVIEWOVERVIEW
• Background
EL MONTE BUSWAY
• Purpose
• Operational Impacts of Changing the Minimum Vehicle Occupancy Requirement
EL MONTE BUSWAY EXPERIMENT:
HOV SYSTEM:
• Effectiveness
• Goals
EL MONTE BUSWAYEL MONTE BUSWAY
• First HOV Facility Built in Los Angeles Co.
EL MONTE BUSWAY
• 11 Mile Buffer/Barrier Separated Facility From City of El Monte to Downtown L.A.
• One of the Most Complete Systems With On-Line Stations, Park-and-Ride Lots, 2-Unidirectional Bus Lanes, Direct Access Ramps, & Feeder Bus Lines
EL MONTE BUSWAY
LOCATION MAPLOCATION MAP
5
5
710
101
EL MONTE BUSWAY
BACKGROUNDBACKGROUND
• 1973 – Opened as a Bus-Only Facility From City of El Monte to Downtown L.A.
EL MONTE BUSWAY
• 1976 – Carpools with 3+ Persons Allowed to Use Busway
• Funded With FTA Funds
• 2nd Bus Rapid Transit System in the Nation
BACKGROUNDBACKGROUND
EL MONTE BUSWAY
0
1000
2000
3000
4000
5000
6000
7000
1973 1976 1988 1990 2001
Vol
um
e # Persons# Vehicles
BACKGROUNDBACKGROUND
• 1996 – Senator Solis Expressed Her Concern About the Underutilization of the Busway.
EL MONTE BUSWAY
• 1996 & 1999 – Operational Studies Conclude that Lowering the Occupancy Requirement to 2+ Will Potentially Overburden the Busway
SENATE BILL 63 SENATE BILL 63
EL MONTE BUSWAY
• 18-Month Demonstration Project From January 01, 2000 to June 30, 2001
• Reduced the Minimum Occupancy Requirement on the Busway from 3 to 2 Persons on a Full-Time Basis
• Required Caltrans to Provide an Operational Study on the Effects of the Change to Legislature on or by January 01, 2001
IMPLEMENTATION OF SB 63 IMPLEMENTATION OF SB 63
• Caltrans Established the SB 63 Implementation Committee Comprised of Representatives From All the Stakeholders
EL MONTE BUSWAY
• Caltrans Responsible for Executing the Change In Occupancy Requirement and Monitoring Effects on the Busway
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
6060
40
20
0
10
20
30
40
50
60
70
Westbound Eastbound
SP
EE
D
(MP
H)
Before SB 63 After SB 63
BUSWAY AVERAGE SPEEDS
EL MONTE BUSWAY
32
25
40
23
05
1015202530354045
Westbound Eastbound
SP
EE
D
(MP
H)
Before SB 63 After SB 63
MAINLINE AVERAGE SPEEDS
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
1100
5900
1600
5200
0
1000
2000
3000
4000
5000
6000
7000
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
Before SB 63 After SB 63
BUSWAY WESTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
5100
990
5600
1500
0
1000
2000
3000
4000
5000
6000
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
Before SB 63 After SB 63
BUSWAY EASTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
17501600
19501750
0
500
1000
1500
2000
2500
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
Before SB 63 After SB 63
MAINLNE WESTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
2200
1750
2100
1800
0
500
1000
1500
2000
2500
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
Before SB 63 After SB 63
MAINLNE EASTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
PUBLIC RESPONSE TO CHANGEPUBLIC RESPONSE TO CHANGE
• Numerous Complaints Via E-mails, Letters, and Phone Calls were Received Regarding the Lowering of the Occupancy Requirement
EL MONTE BUSWAY
• Carpoolers & Bus Patrons Had to Adjust their Schedules
• Bus Patrons Reported Delays of 20 to 30 Minutes Causing Them to Miss Bus/Train Connections, Appointments, Etc.
WB DIRECTION - AM PEAKWB DIRECTION - AM PEAK
EL MONTE BUSWAY
ASSEMBLY BILL 769 ASSEMBLY BILL 769
• Enacted on July 2000
EL MONTE BUSWAY
• Superceded SB 63 and Increased the Minimum Occupancy Requirement on the Busway to 3 or More Persons During the Weekday Peak Periods of 5 – 9 AM & 4 – 7 PM; and Remained 2 or More Persons at All Other Times.
• Caltrans Implemented the Changes Within 30 Days
EL MONTE BUSWAY
60 60
20
40
55
45
0
10
20
30
40
50
60
70
Westbound Eastbound
SP
EE
D
(MP
H)
Before SB 63 After SB 63 After AB 769
BUSWAY AVERAGE SPEEDS
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
25
32
23
40
28
20
05
1015202530354045
Westbound Eastbound
SP
EE
D
(MP
H)
Before SB 63 After SB 63 After AB 769
MAINLINE AVERAGE SPEEDS
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
1100
5900
1600
52005700
1100
0
1000
2000
3000
4000
5000
6000
7000
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
(V
PH
PL
)
Before SB 63 After SB 63 After AB 769
BUSWAY WESTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
990
5100
1500
56005200
1150
0
1000
2000
3000
4000
5000
6000
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
(V
PH
PL
)
Before SB 63 After SB 63 After AB 769
BUSWAY EASTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
160017501750
19502050
1850
0
500
1000
1500
2000
2500
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
(V
PH
PL
)
Before SB 63 After SB 63 After AB 769
MAINLINE WESTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
EL MONTE BUSWAY
1750
2200
1800
2100 2100
1800
0
500
1000
1500
2000
2500
Vehicles / Hr / Ln People / Hr / Ln
VO
LU
ME
(V
PH
PL
)
Before SB 63 After SB 63 After AB 769
MAINLINE EASTBOUND VOLUMES
FREEWAY OPERATIONSFREEWAY OPERATIONS
CONCLUSIONS CONCLUSIONS
• Lowering the Occupancy Requirement from 3+ to 2+ had an Operational Impact on the Busway
EL MONTE BUSWAY
• Conditions on the Busway Returned to Those Experienced Prior to the 2+ Demonstration With the Implementation of the 3+ Peak & 2+ Off-Peak Requirements
• Significant Improvements Were Not Realized in the Mixed-Flow Lanes
SOCIOECONOMIC IMPACTSSOCIOECONOMIC IMPACTS
EFFECTIVENESS OF HOV LANES
• Expected 40% Increase in Population By 2025
• Vehicle Hours of Delay Has More Than Doubled From 186,800 to 418,000 Between 1987 & 1998
• Congestion Has Increased 10% Annually Since 1995
• From 1967–1997: Population Increased by 70% While Vehicle Miles Traveled Increased by 184%
LAO Report January 2000
CONGESTION RELIEF STRATEGIESCONGESTION RELIEF STRATEGIES
EFFECTIVENESS OF HOV LANES
• Increase Capacity
• Manage The Demand
• Integrated Urban Development
• Improve Operational Efficiency
CHALLENGESCHALLENGES
EFFECTIVENESS OF HOV LANES
• Prohibitive Land Costs
• Increased Construction Costs
• Worsening Traffic Congestion & Air Pollution
• Right-of-Way & Environmental Constraints
HOV LANE SYSTEMHOV LANE SYSTEM
EFFECTIVENESS OF HOV LANES
CENTRAL CONCEPT:
• Optimize Freeway System By Moving More People Rather Than Moving More Cars
CONGESTION RELIEF STRATEGY:
• Effective Multi-Modal Approach
HOV PLANNING HOV PLANNING
EFFECTIVENESS OF HOV LANES
GOALS:
– Provide congestion relief– Increase the people-moving capacity
of the roadway– Decrease the average travel time– Provide an incentive for people to
share rides– Provide trip reliability
STATUS OF HOV SYSTEM STATUS OF HOV SYSTEM
EFFECTIVENESS OF HOV LANES
30
216
410
0
200
400
600
800
1000
1200
Existing Under Construction Proposed
LA
NE
MIL
ES
StatewideLA County
1087
162
1114
EL MONTE BUSWAY
HOV PERFORMANCE PROGRAMHOV PERFORMANCE PROGRAM
EFFECTIVENESS OF HOV LANES
• The Effectiveness of HOV Lanes Has Been Widely Debated
• MTA Committed the Funding to Conduct a Comprehensive Evaluation of the Los Angeles County HOV System
• Initiated July 2000
PUBLIC SURVEY RESULTSPUBLIC SURVEY RESULTS
EFFECTIVENESS OF HOV LANES
Support88 %
Opposed 8 %Neutral
4 %
MTA HOV Performance Program
DO YOU SUPPORT HAVING HOV LANES ON L.A. COUNTY
FREEWAYS?
EFFECTIVENESS OF HOV LANES
Support82 %
Opposed 13 %Neutral
5 %
MTA HOV Performance Program
SHOULD THE POLICY THAT APPROVED A PORTION OF THE SALES TAX REVENUES FOR TRANSIT-RELATED HIGHWAY IMPROVEMENTS
BE CONTINUED?
PUBLIC SURVEY RESULTSPUBLIC SURVEY RESULTS
AVERAGE TRAVEL TIME SAVINGSAVERAGE TRAVEL TIME SAVINGS
EFFECTIVENESS OF HOV LANES
LA – 405 LA – 110 LA – 91 El Monte BuswayLA – 10
LA – 210
27.5
910
1212.511
0
5
10
15
20
25
30
35
Tim
e S
avin
gs in
Min
ute
s
PM PeakAM Peak
MTA HOV Performance Program
LA – 405 110 - Century 101 - 5
17.5
27.5
15
32.5
17.5
32
PERSONS MOVED:PERSONS MOVED:
EFFECTIVENESS OF HOV LANES
35253340
6180
3390
5060
1815170015751325
1900
0
1000
2000
3000
4000
5000
6000
7000
Los Angeles110
Los Angeles10
Marin101
Contra Costa80
Los Angeles105
HOV vs. MIXED-FLOW LANESHOV vs. MIXED-FLOW LANES
Persons per hour per lane
HOV Lane
Mixed-Flow Lane
EFFECTIVENESS OF HOV LANES
TOTAL CARPOOL VOLUMETOTAL CARPOOL VOLUME
5000
15000
25000
35000
45000
55000
65000
1992 1994 1996 1997 1998 2000
Vo
lum
e o
f C
arp
oo
l V
ehic
les
COMPARISON (PM 2-HR PEAK)COMPARISON (PM 2-HR PEAK)
Freeways w/ HOV Freeways w/ HOV LanesLanes
Freeways w/o HOV Freeways w/o HOV LanesLanes
LOS ANGELES COUNTY
SOUTHBOUND 405 HOV LANESOUTHBOUND 405 HOV LANE
EFFECTIVENESS OF HOV LANES
26.2
18.7
32.8
18.4
10.6
0
5
10
15
20
25
30
35
May 2000 Jan 2002 Feb 2002
Tim
e (
min
)
Mainline HOV Lane
TRAVEL TIMEA.M. PEAK HOUR
BeforeHOV
AfterHOV
US 101 to Waterford St. US 101 to Waterford St.
SOUTHBOUND 405 HOV LANESOUTHBOUND 405 HOV LANE
EFFECTIVENESS OF HOV LANES
9435
74707340
1227012780
8875
0
2000
4000
6000
8000
10000
12000
14000
Dec 2001 Jan 2002 Feb 2002
Vol
um
e
Vehicles People
TOTAL FREEWAY VOLUMEA.M. PEAK HOUR
BeforeHOV
AfterHOV
US 101 to Waterford St. US 101 to Waterford St.
SOUTHBOUND 405 HOV LANESOUTHBOUND 405 HOV LANE
EFFECTIVENESS OF HOV LANES
15701445
7340
36653230
8875
0
2000
4000
6000
8000
10000
12000
Dec 2001 Jan 2002 Feb 2002
Vol
um
e
Vehicles People
TOTAL HOV LANE VOLUMEA.M. PEAK HOUR
BeforeHOV
AfterHOV
US 101 to Waterford St. US 101 to Waterford St.
SOUTHBOUND 405 HOV LANESOUTHBOUND 405 HOV LANE
EFFECTIVENESS OF HOV LANES
7865
6025
7340
86059550
8875
0
2000
4000
6000
8000
10000
12000
Dec 2001 Jan 2002 Feb 2002
Vol
um
e
Vehicles People
TOTAL MAINLINE VOLUMEA.M. PEAK HOUR
BeforeHOV
AfterHOV
US 101 to Waterford St. US 101 to Waterford St.
POLICY ISSUESPOLICY ISSUES
EFFECTIVENESS OF HOV LANES
• Air Quality Conformity
• Operational Characteristics
• Performance
WHERE DO WE GO FROM HERE?WHERE DO WE GO FROM HERE?
EFFECTIVENESS OF HOV LANES
• Need to Complete System
• Performance Evaluation Studies
• Integration of Transit into the HOV System
• Development of Micro-Simulation Model
• Direct HOV Access From High Activity Centers