Category: By Car

Love and hate in the express lane

Despite widely varying opinions, L.A.’s freeway toll lanes will continue to roll on.

When it was time for the public to finally be heard on Los Angeles’ new freeway toll lanes, Metro got an earful.

“I love the Metro Express Lanes!!!!! We should have them throughout the city.”

“These fast track lanes have turned into nothing but Lexus Lanes.”

“Express Lanes are the best thing ever to happen to Los Angeles freeways.”

“The Express Lane program is an absolute joke.”

“Please Please Please…expand the express lanes!!!!!!

“ADMIT IT—IT’S A FAILURE!!!!

Metro had asked for the public’s take in March as part of a broad analysis to help the agency’s board of directors determine whether the “high occupancy toll lanes” on two of Los Angeles’ busiest freeways—the 110 and 10—should be made permanent. And on Thursday, the directors gave a unanimous thumbs-up to extending the experiment, despite the deeply divided motoring public reflected in the more than 700 emails the agency received.

The federally-funded program lets solo drivers, who pay a toll, share lanes with carpoolers, who can continue to drive in them for free, with one important and controversial caveat: everyone must have an electronic device called a transponder to use the “ExpressLanes.” That requires putting $40 into a “pre-paid” toll account, unless a person’s income qualifies him or her for assistance.

Stephanie Wiggins, Metro’s executive in charge of the toll lanes, presented the analysis to the board on Thursday. She said in an interview that she’s “never, never, never” had a job that has attracted so much public heat. “People really love them,” Wiggins said of the new lanes, “or they really hate them. There’s no in-between.” By overwhelming majorities, according to a Metro survey, those who obtained transponders are happy and those who didn’t are not.

Metro director Mike Bonin, who also is a member of the Los Angeles City Council, lauded the pilot program but acknowledged, like others on the board, that it is still a work in progress. “We’re in the breaking eggshells phase of making an omelet,” he said.

It’s not surprising, of course, that the dramatic changes would generate consternation and confusion among motorists who for decades have been freely using the carpool lanes—for 39 years on the 10, east of downtown Los Angeles, and 15 years on the 110, which slices through the heart of the city.

Better have a transponder or risk an ExpressLanes fine.

Statistical measures compiled by federal transportation officials in advance of the board’s vote have done little to settle the debate. They can be used by either side to make a glass-half-full/half-empty argument.

The pilot program was intended to improve traffic flow in both the toll and “general purpose,” or free, lanes, while also encouraging the use of transit alternatives, such as the Silver Line buses that travel along the toll lanes. So far, bus ridership has jumped but traffic times are not much different than before the experiment, according to a recent analysis by an independent firm hired by the Federal Highway Administration. Some drive times are slightly faster since the tolls went into effect, while others are slower, depending on the specific hours studied during peak morning and afternoon traffic.

Wiggins acknowledged that “the numbers, on their face, look marginal.” But she said there’s a clear bright spot, too: Solo drivers who’ve moved from the free lanes into the toll lanes have saved more than 17 minutes on some of their drives. And for those who haven’t changed their behaviors and remain in the free lane, they’re not really any worse off than they were before, she said. “And that can be perceived as a positive.”

What’s more, Wiggins noted that the $18 million in net toll revenues generated since the pilot began has far exceeded early projections. That means more money can be reinvested in transit improvements and inducements along the freeway corridors and that no public subsidies will be necessary in the future because the project is raising enough money to be self-sustaining.

As of February, some 260,000 transponders have been issued by Metro, well above the 100,000 that had been set as an initial goal—a fact that prompted board member and L.A. County Supervisor Zev Yaroslavsky to remark: “People are voting with their cars.”

Wiggins also reported to the board that, in the future, Metro will work even more closely with the California Highway Patrol to crack down on scofflaws who drive in the lanes without transponders and to ticket solo drivers who cheat the system by setting their transponders to get a free ride by claiming multiple people are in the vehicle.

One of the most controversial elements of the toll lanes project had been the initial imposition of a $3 monthly “maintenance fee” on people who purchased transponders but who used the toll lanes fewer than 4 times a month. The fee was intended to recoup a charge levied for each transponder on Metro by the toll lane’s private operator.

To legions of travelers, it seemed unfair that anyone should be charged for not using something. To encourage drivers to participate in the toll lanes experiment, the Metro board last year waived the fee for Los Angeles County residents, who represent 86% of account holders, according to Wiggins.

On Thursday, the Metro board attacked the issue again, this time voting 8-3 in favor of a motion by director and L.A. County Supervisor Gloria Molina to impose a $1 monthly fee on everyone with a transponder, no matter how often they use the toll lanes. In this way, she argued, Metro will no longer be underwriting the fee and will have some $2 million more annually to reinvest in the system and in transportation benefits in communities along the 10 and 110 freeways.

Now that the toll lanes are becoming a permanent part of Los Angeles’ famous (infamous?) car-centric landscape, Wiggins said it’s crucial that Metro do a better job of communicating the value of the program to motorists.

A top priority, she said, will be to educate the public on how transportation is funded.

“We didn’t do ourselves any favors,” she said, “by naming them freeways because we know freeways aren’t free.”

Stephanie Wiggins says she’s never had a job with more controversy than overseeing the toll lanes.

Posted 4/24/14

Toll roads on a roll, minus fee

Complaints about the ExpressLanes have dropped since a controversial maintenance fee was sidelined.

With drivers flocking to the ExpressLanes pilot project and revenue from the toll roads exceeding projections, Metro’s Board of Directors voted to continue to waive a controversial maintenance fee for L.A. County drivers who use the lanes only occasionally.

The board’s unanimous vote means that the $3 monthly maintenance fee will continue to be dropped for infrequent users at least until the pilot program wraps up early next year. The waiver had been set to expire on Friday, Oct. 25.

The toll roads pilot project, funded by a $210 million grant from the United States Department of Transportation, is set to conclude on Feb. 23, 2014, but if successful could be made permanent.

At the Metro board meeting Thursday, a motion to permanently drop the maintenance fee levied on occasional users was sent back to committee. Supervisor Zev Yaroslavsky, a board member who supports dropping the occasional user fee as a matter of fairness, argued in favor of moving proactively to make the waiver permanent. Given the overall boost in toll road revenue and the increase in drivers signing up for the transponders needed to take part in the program, revenue lost by waiving the maintenance fee is minimal, he said.

“Revenues generally on the ExpressLanes are far in excess of what anybody had anticipated,” Yaroslavsky said. “What we’re finding now, I believe, is that more people are signing up for [ExpressLanes] transponders because they haven’t been required to pay this fee.”

However, Supervisor Mark Ridley-Thomas said it was too soon to tinker with the program, and Supervisor Gloria Molina said there shouldn’t be a “rush to judgment” on dropping the fee before there’s a fuller study of how that might affect revenue available to reinvest in transit improvements in communities along the ExpressLanes corridors. “I don’t think we should make it permanent,” she said.

Stephanie Wiggins, who is heading up the pilot project for Metro, said that dropping the maintenance fee would cost the agency $1.5 million a year. But, she said, that is offset by the overall spike in revenue: By the end of last month, the ExpressLanes already had generated more than $20 million in gross revenues, well ahead of the $18 million to $20 million anticipated by the project’s conclusion.

According to Metro forecasts, between $16 million and $19 million of that would be available for reinvestment for transportation improvements within the corridors, Wiggins said.

In addition to the unforeseen revenue, far more people are using the program than the 100,000 originally anticipated. As of last month, 176,243 were participating, with 85,102 of those deemed occasional users because they make three or fewer trips a month on the ExpressLanes.

The first ExpressLanes opened on an 11-mile stretch of the 110 Freeway last November. A second stretch on the 10 Freeway from Alameda Street in downtown Los Angeles to the 605 Freeway opened in February.

All ExpressLanes motorists—including carpoolers—are required to obtain a FasTrak transponder and to create an account from which tolls are deducted. Except for carpoolers, all users of the system pay to drive on the ExpressLanes, with amounts varying according to distance traveled and time of day. But, to the chagrin of many, only the occasional users were targeted with the monthly maintenance fee.

The board’s decision in April to temporarily lift the $3 fee had a beneficial effect, Wiggins said.

“Throughout the county, residents are benefiting from the five-month waiver,” she said, noting that the impact has been greatest among users in the South Bay, where the number of FasTrak accounts is highest.

Marianne Kim, representing the Automobile Club of Southern California, told Metro’s board that complaints to AAA about the program have gone down since the waiver went into effect.

Beyond the positive data on revenue and driver participation in the program, there also was some generally upbeat news on travel speeds in the two ExpressLane zones.

Average travel speeds on the northbound 110 improved year-over-year in both the ExpressLanes and the general purpose non-paying lanes next to them during morning rush hour, according to measurements made by Caltrans in May and June. During the afternoon rush hour, the southbound ExpressLanes also were moving faster than they did before the project, but the general lanes were moving more slowly—30.3 mph, compared to 34.7 mph during the same period in 2012.

On the westbound 10, morning rush hour speeds improved in both the toll and general purpose lanes. However, speeds in both kinds of eastbound lanes were down during the afternoon rush hour; traffic was said to be “significantly impacted” by a Caltrans construction project in the area.

Posted 10/24/13

Street fighting man

The annual Oscar challenge: getting the limos to the Academy Awards safely and on time. Photo/Hebig via Flicrk

In this, the land of cars, all roads lead to Aram Sahakian.

With one false move, one slight miscalculation, he could bring L.A.’s traffic to a hellish halt. There are plenty of powerful jobs in Los Angeles government, but even the mayor takes a back seat to this street-smart guy when it comes to keeping the city moving.

Sahakian oversees special traffic operations for the city’s Department of Transportation and is thus responsible for mapping and implementing street closures for every big event in Los Angeles. Perhaps you know his work: Carmageddon (and next week’s sequel), the Academy Awards, championship parades for the Lakers and Kings, CicLAvia, presidential visits, the L.A marathon and, of course, The Rock’s journey to the Los Angeles County Museum of Art.

“I have an extremely understanding wife,” Sahakian says of the relentless hours and maddening deadlines of his job. “When you work for me, you better expect not to have much of a personal life.”

Now Sahakian and his small staff are preparing for one of their biggest logistical challenges—getting the retired space shuttle Endeavour from LAX to its new home at the California Science Center in Exposition Park. The shuttle is scheduled to arrive at the airport on Friday. On October 12, it will start a two-day journey to the Science Center, passing through Inglewood and into Sahakian’s turf.

Already, hundreds of trees are being felled to accommodate Endeavour’s 78-foot wing span. But that’s just the beginning. Sahakian says that once Endeavour actually gets rolling on its low-slung, remote-controlled transport, nearly 50 traffic signals along the route will have to be rapidly taken down as the shuttle approaches and then immediately restored after it passes—all in a single day.

“There’s no room for error,” says Sahakian, a 23-year veteran of the department. “If we get a picture in the Los Angeles Times showing the shuttle stuck because of a signal standard, this would not be good.”

In recent days, another complication has surfaced: Sophisticated tests of the streets along the route through South Los Angeles and downtown have revealed vulnerabilities beneath the surface, where sewer and water lines are located. These 14 areas, Sahakian says, could become sink holes under Endeavour’s 78 tons. This would not be good, either.

To fix the problem, Sahakian says that at least 150 plates of thick steel will be placed under the transport’s wheels to distribute its weight along the worrisome stretches. “And I’m not talking about a couple spots here and there,” Sahakian says. Details of the effort are still being worked out, but he expects the entire intersection of Crenshaw and Martin Luther King boulevards to be covered with steel.

Although the logistics of all this may seem dizzying, Sahakian says he has a bigger concern. “This is a cakewalk,” he says of the tightly choreographed traffic plan. “We can do this in our sleep. The big unknown is the crowd.”

Sahakian, who also oversees emergency response for his department, worries that thousands of people could turn out for the once-in-a-lifetime spectacle of the shuttle’s 12-mile urban journey. But this is not like artist Michael Heizer’s granite rock, which drew huge crowds during its slow-motion trip to LACMA, where it became the 340-ton centerpiece of “Levitated Mass.” In the shuttle’s case—because of its width and NASA’s desire to keep the public at a safe distance—there’ll be few places to stand, except at the end of streets that intersect the route or in designated viewing areas.

“What I worry about,” Sahakian says, “is a Rose Parade situation where we’ll have thousands of people out there with no place for them to park or see the shuttle.”

These are the kinds of scenarios that can haunt a planner’s waking—and sleeping—hours. Sahakian says that whether it’s the Endeavour project or the many others he’s constantly juggling, he may get an idea in the middle of the night. “Sometimes, I’ll send emails at 3 a.m. so I don’t forget,” he says.

Sounding more like an inspirational speaker (a la John Wooden) than a traffic engineer, Sahakian says his motto is: “Not planning is planning for disaster.”

Consider the Oscars. It is Sahakian’s job, among other things, to make sure that the fleets of limousines ferrying nominees and other VIPs don’t get tangled up outside the Dolby Theatre, formerly the Kodak, on Hollywood Boulevard. To that end, he has created a “serpentine” of concrete K-rail, through which each limo must slowly (but not too slowly) pass in an orderly fashion—a technique he’ll also be employing for this weekend’s Emmy Awards at Staples Center.

But the planning begins long before the stars emerge from their luxurious rides. “One of the most important elements of traffic planning,” he says, “is to know where people are coming from so you can facilitate the route.” That’s why his crew jotted down limo license plate numbers a few years back and studied their points of origin. Not surprisingly, most were arriving from the Westside.

Sahakian is not necessarily expecting any awards from the motoring public for his efforts. “If it’s a Lakers parade, they’re happy,” he says. “If it’s a 5K fundraiser, they’re not so happy.”

More often than not, he hears, “You guys are messing up the whole city.” Or maybe, “Whose bright idea was this?”

Still, he knows—even if the public doesn’t—that things could be a lot worse.

Last week, in his cramped office on the edge of downtown, Sahakian told a visitor that he’d recently worked with organizers of the hugely popular CicLAvia to change the date of its latest event, which was scheduled for the same October weekend as Endeavour’s journey. “Thank God CicLAvia agreed to move up its date” to October 7, Sahakian said with obvious relief.

A few hours later, however, his visitor got an email that spoke volumes about the man and his work. “Just to make it more interesting,” he wrote, “now I have Obama visiting on 10/7. Yes, Ciclavia :)”

Endeavour on its way to L.A., where Sahakian will help orchestrate its final journey. Photo/Los Angeles Times

Posted 9/19/12