Busway Anxiety
This weekend the Los Angeles County Metropolitan Transportation Authority (Metro) will begin service on the Orange Line across the San Fernando Valley. The Orange Line is a 14-mile-long busway featuring rail-like stations and extra-long articulated "Metro Liner" buses. Modeled after a system in Curitiba, Brazil, it is the second such transit line in the country.
Built along a former railroad right-of-way, the Orange Line is not grade-seperated and includes signalized intersections with numerous north-south boulevards. After test runs began about a month ago, Metro embarked on a public awareness campaign to advise Valley drivers of the changes in traffic control while the Sheriff's Department engaged in heavy-handed enforcement to underscore the message. With safety begin a major concern for the busway, it was somewhat ironic that a Metro Liner nearly collided with another vehicle yesterday while being rode by Mayor Villariagosa, as reported in the Los Angeles Daily News:
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Close call on Orange Line
By Lisa Mascaro, Staff Writer
October 25, 2005
Mayor Antonio Villaraigosa was taking his first ride Monday on the Metro Orange Line to promote safety around the busway when suddenly the driver hit the brakes, narrowly avoiding a motorist who apparently ran a red light at Kester Avenue.
It was a real-life, real-time example of what officials are seeing repeated across the San Fernando Valley as buses practice for Saturday's opening. For the mayor and others on board, it underscored the need for motorists and pedestrians to be careful.
"For San Fernando Valley residents who've waited for their share of transportation improvements, the Orange Line is a down payment on progress," said Villaraigosa, who also chairs the Metropolitan Transportation Authority board, at a press conference at the Valley College Station.
"Pay attention to the red lights. Pay attention to all the traffic signs at the intersections. Save yourself some money, but most importantly save yourself some injuries and pay attention.
"Let's make the Orange Line the Valley's safest new short cut."
Sheriff Lee Baca's deputies have issued more than 500 citations over the past month along the route, and Supervisor Zev Yaroslavsky noted the sheriff's "ruthless and merciless" enforcement of the traffic laws.
"The reason we're being so hard is because we want people to live through this experience - and there's no reason why they shouldn't," said Yaroslavsky, another MTA board member, who has led the effort to build the Orange Line.
"This is a great amenity, and the only thing that can ruin this amenity is (if) somebody, through their own negligence, ends up getting hurt or getting killed."
Dozens of intersections have been reconfigured along the 14-mile busway, which runs on a former rail corridor between North Hollywood and Warner Center. A right turn on red is now banned at many of the corners - to prevent motorists from turning into the path of a bus.
"In the San Fernando Valley, that's a new type of sign," said Councilwoman Wendy Greuel. "We want to make sure people are actually reading those signs and obeying those signs."
Sherman Oaks resident Haleh Zahab complained to officials about getting a $147 ticket for making an illegal right turn at Burbank and Fulton avenues after dropping her child off at school.
The intersection is posted with a sign, but not a red-arrow signal like other intersections have. She asked whether the sign could be upgraded to a light.
"We'll look at it," Villaraigosa told her.
Critics have long said the $330 million Orange Line should have crossing gates like those at a railroad crossing, but officials maintain that gates are unnecessary because traffic can be managed the same way it is on city streets.
The mayor - on his first ride of the Orange Line - heaped praise on the busway, saying it will offer Valley commuters an alternative to sitting in gridlock on the 101 Freeway.
He also admired the landscaping along the route. The MTA has brought hundreds of thousands of plants and trees in a $20 million beautification effort.
Officials stopped briefly at the Sepulveda Station, noting they've created 3,200 parking spaces along the route.
"It's going to be a great addition to our regional transportation system," Villaraigosa said.
The Orange Line is expected to draw at least 5,000 riders a day during its first year.
Yaroslavsky said the busway will remain a work in progress, with service added or adjusted based on commuter demand.
"When we cut the ribbon on Friday and it opens to the public on Saturday, that's not the end of the project. That's the beginning," he said.
"We'll look at what works and build on it, and we'll see what doesn't. ... That is our challenge. That is our goal. We will continue to fine-tune this thing. Saturday is a beginning, not an end."
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While collisions are almost certain to occur, any tragic incidents involving loss of life would negatively impact ridership, especially within the first year. Angelenos need to feel that the busway is safe.
I understand Metro's reluctance to install crossing gates, as such a move would negatively impact intersecting traffic flow far more than simple traffic signals. However, as Supervisor Yaroslavsky points out, additional safeguards may prove necessary.
An abundance of grade crossings is problematic for any high-capacity transit system. The safest and most efficient design for the busway would entail seperation from the boulevards in a trench or elevated structure. Unfortunately, Metro is largely unable to fund such an expensive effort, especially when the very concept of the busway is experimental in nature. Historians of Los Angeles transit know that the Pacific Electric interurban trolley system suffered after 1920 due to an ever-growing number of automobile grade crossings that slowed the trains down and increased the rate of collisions; today's Orange Line faces similar problems.
These pamphlets are being distributed on the Metro Red Line subway, which will connect to the Orange Line in North Hollywood:
Built along a former railroad right-of-way, the Orange Line is not grade-seperated and includes signalized intersections with numerous north-south boulevards. After test runs began about a month ago, Metro embarked on a public awareness campaign to advise Valley drivers of the changes in traffic control while the Sheriff's Department engaged in heavy-handed enforcement to underscore the message. With safety begin a major concern for the busway, it was somewhat ironic that a Metro Liner nearly collided with another vehicle yesterday while being rode by Mayor Villariagosa, as reported in the Los Angeles Daily News:
<<<>>><<<>>><<<>>><<<>>><<<>>><<<>>><<<>>>
Close call on Orange Line
By Lisa Mascaro, Staff Writer
October 25, 2005
Mayor Antonio Villaraigosa was taking his first ride Monday on the Metro Orange Line to promote safety around the busway when suddenly the driver hit the brakes, narrowly avoiding a motorist who apparently ran a red light at Kester Avenue.
It was a real-life, real-time example of what officials are seeing repeated across the San Fernando Valley as buses practice for Saturday's opening. For the mayor and others on board, it underscored the need for motorists and pedestrians to be careful.
"For San Fernando Valley residents who've waited for their share of transportation improvements, the Orange Line is a down payment on progress," said Villaraigosa, who also chairs the Metropolitan Transportation Authority board, at a press conference at the Valley College Station.
"Pay attention to the red lights. Pay attention to all the traffic signs at the intersections. Save yourself some money, but most importantly save yourself some injuries and pay attention.
"Let's make the Orange Line the Valley's safest new short cut."
Sheriff Lee Baca's deputies have issued more than 500 citations over the past month along the route, and Supervisor Zev Yaroslavsky noted the sheriff's "ruthless and merciless" enforcement of the traffic laws.
"The reason we're being so hard is because we want people to live through this experience - and there's no reason why they shouldn't," said Yaroslavsky, another MTA board member, who has led the effort to build the Orange Line.
"This is a great amenity, and the only thing that can ruin this amenity is (if) somebody, through their own negligence, ends up getting hurt or getting killed."
Dozens of intersections have been reconfigured along the 14-mile busway, which runs on a former rail corridor between North Hollywood and Warner Center. A right turn on red is now banned at many of the corners - to prevent motorists from turning into the path of a bus.
"In the San Fernando Valley, that's a new type of sign," said Councilwoman Wendy Greuel. "We want to make sure people are actually reading those signs and obeying those signs."
Sherman Oaks resident Haleh Zahab complained to officials about getting a $147 ticket for making an illegal right turn at Burbank and Fulton avenues after dropping her child off at school.
The intersection is posted with a sign, but not a red-arrow signal like other intersections have. She asked whether the sign could be upgraded to a light.
"We'll look at it," Villaraigosa told her.
Critics have long said the $330 million Orange Line should have crossing gates like those at a railroad crossing, but officials maintain that gates are unnecessary because traffic can be managed the same way it is on city streets.
The mayor - on his first ride of the Orange Line - heaped praise on the busway, saying it will offer Valley commuters an alternative to sitting in gridlock on the 101 Freeway.
He also admired the landscaping along the route. The MTA has brought hundreds of thousands of plants and trees in a $20 million beautification effort.
Officials stopped briefly at the Sepulveda Station, noting they've created 3,200 parking spaces along the route.
"It's going to be a great addition to our regional transportation system," Villaraigosa said.
The Orange Line is expected to draw at least 5,000 riders a day during its first year.
Yaroslavsky said the busway will remain a work in progress, with service added or adjusted based on commuter demand.
"When we cut the ribbon on Friday and it opens to the public on Saturday, that's not the end of the project. That's the beginning," he said.
"We'll look at what works and build on it, and we'll see what doesn't. ... That is our challenge. That is our goal. We will continue to fine-tune this thing. Saturday is a beginning, not an end."
<<<>>><<<>>><<<>>><<<>>><<<>>><<<>>><<<>>>
While collisions are almost certain to occur, any tragic incidents involving loss of life would negatively impact ridership, especially within the first year. Angelenos need to feel that the busway is safe.
I understand Metro's reluctance to install crossing gates, as such a move would negatively impact intersecting traffic flow far more than simple traffic signals. However, as Supervisor Yaroslavsky points out, additional safeguards may prove necessary.
An abundance of grade crossings is problematic for any high-capacity transit system. The safest and most efficient design for the busway would entail seperation from the boulevards in a trench or elevated structure. Unfortunately, Metro is largely unable to fund such an expensive effort, especially when the very concept of the busway is experimental in nature. Historians of Los Angeles transit know that the Pacific Electric interurban trolley system suffered after 1920 due to an ever-growing number of automobile grade crossings that slowed the trains down and increased the rate of collisions; today's Orange Line faces similar problems.
These pamphlets are being distributed on the Metro Red Line subway, which will connect to the Orange Line in North Hollywood:
By the way, I plan on riding the Orange Line this weekend.
posted by Mitch Glaser @ 10:27 PM
1 comments
1 Comments:
There is no need for the ORANGE LINE busway if it doesn't get several thousand cars off the ateries of the valley or the freeways. The key purpose of the
ORANGE LINE is to extend westward, the service of the underground
REDLINE by way of connection. If it
is not usable by car drivers for some part of their commute, the
opportunity is wasted. There must be quick connection from the end of the ORANGE LINE to the trains on the RED LINE. This must be 5
minutes or so, not 15 or the whole
idea will fail. Also, it must be noted that the parking is all taken now by about 6:50 in the morning at the North Hollywood station. Orangeline could connect to as many as 12,000 free parking spaces, with at least 500 at each
station, and a whole lot near Balboa park and the 405. The RED
LINE has cost us billions, yet there was no adequate parking provided to help the thousands of
daily commuters to drive part way,
the park and ride. This planning
sounds a bit like the work output
of a Mr. Brown, recently running FEMA. Build an underground tunnel with a motorized walkway under
Lankersim to make the 5 minute connection workable, and get the extra parking spaces...Don't let Metro be another FEMA!
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