Orange Line a Success

In October the Los Angeles County Metropolitan Transportation Authority (Metro) unvieled its latest mass-transit endeavor, the Orange Line. The 14-mile-long busway traverses the San Fernando Valley from west to east, featuring 13 rail-like station platforms served by extra-long "Metro Liner" articulated buses every 6 to 12 minutes. Metro billed the Orange Line as "the bus that acts like a train."

Based upon a highly regarded transit system serving Curitiba, Brazil, the Orange Line is only the second dedicated busway to operate in the United States. Advocates for the line hailed it as a low-cost alternative to rail that would improve service for existing bus riders and attract commuters disenchanted with traffic jams on the nearby Ventura Freeway.

The Orange Line was built along a former railroad right-of-way that intersects with several major thoroughfares. At these intersections, signs and traffic signals were installed but not crossing gates. Metro officials felt that crossing gates were unnecessary because the Orange Line was a bus, not a train, and that installing them would increase the cost of the project and negatively impact traffic on the thoroughfares it crossed. Critics asserted that the lack of crossing gates made the busway unsafe. On a "test run" a few days before the official opening, an Orange Line bus being ridden by Mayor Antonio Villaraigosa nearly collided with another vehicle, increasing anxiety over the "experimental" project.

Opening weekend for the Orange Line was a huge success, with thousands of Angelenos (including yours truly) enjoying a free ride. However, on November 2, the fifth day of service, a major collision occurred that injured 15 people. Collisions continued to plague the line for the rest of the month, garnering a lot of attention in the local media. Although the accidents were caused by inattentive drivers who ran red lights or refused to read warning signs, it seemed that the Orange Line was inherently unsafe. A few politicians went so far as to demand that the line be shut down until additional safety measures could be implemented.

Alarm over the busway proved unfounded. San Fernando Valley drivers have become accustomed to the Orange Line, and it appears that the installation of crossing gates isn't necessary. A minor collision did occur earlier this week, but the previous 2 months had been accident-free. None of the collisions to date have resulted in death. Safety, always a primary concern for transit lines, has been adequately addressed.

Metro estimated that the Orange Line would serve 5,000 passengers each day. However, actual ridership is more than triple that estimate at 16,000 passengers each day. The fact that the busway has exceeded expectations demonstrates that it is a sound transportation concept.

The Orange Line may be attracting a lot of passengers, but who are they and are they enjoying the ride? A survey of 1,300 riders revealed some interesting statistics:

• 85 percent of all passengers said the Orange Line was faster than their previous mode of transportation, whether it was driving or a different form of transit
• 17 percent of all passengers said they had never used transit before and 14 percent of all passengers said they previously drove alone
• 36 percent of all passengers said they had access to cars but chose to use the Orange Line instead
• 77 percent of passengers who previously drove or carpooled on the Ventura Freeway said the Orange Line was faster

These figures demonstrate that not only is the Orange Line an improvement in service for those who already use transit, but that it is also attracting people out of their cars!

Although the Orange Line has been in operation for less than 4 months, I feel that it has been a success and will continue to attract more riders. It may prove to be a model for similar transit endeavors in Los Angeles and elsewhere. County Supervisor Zev Yaroslavsky, who moved the project forward, certainly agrees; he's pushing Metro to build a second busway that would traverse the San Fernando Valley from north to south.

It's important to note that the key to the Orange Line's success has been its exclusive right-of-way. Since the busway is closed to all other vehicles, the Metro Liners can freely maneuver between stops at speeds reaching 55 miles per hour. With few other abandoned rail corridors in Los Angeles, future busways would need to be built within existing thoroughfares. In that contxet, drivers would balk at the closing of a traffic lane and business owners would decry the elimination of curbside parking.

In addition, denser areas require higher capacity systems, such as light-rail lines and subways. No bus can hold nearly as many people as a train. Busways cannot be considered the only solution to traffic woes in Los Angeles, but the Orange Line demonstrates that they should be considered as part of the regional network necessary to serve an ever-growing population reliant upon a gridlocked roadway system.

Previously on P.U.
Coming Soon: Metro Orange Line (9/6/2005)
Busway Anxiety (10/25/2005)
Ride the Orange Line (10/30/2005)
Crash on the Orange Line (11/2/2005)