Metro, Caltrans, and other mobility partners are working together to develop a package of solutions that will increase traffic flow and provide better travel options on I-10 and I-110 in Los Angeles County. ExpressLanes is a pilot project that will test innovations to improve existing transportation systems.
The Project Goal is to improve mobility and provide congestion relief on I-10 and I-110 corridors through the introduction of congestion pricing by converting High Occupancy Vehicle (HOV) lanes to High Occupancy Toll (HOT) lanes, improvement of transit service and other alternatives to driving, improvements to transit facilities, and the implementation of an intelligent parking management system in downtown Los Angeles.
The ExpressLanes one-year demonstration project is unique because it offers improved transportation options and the new choice to pay to travel in a carpool lane. General purpose lanes are not tolled. The aim of the program is to foster incentives for sustainable change that creates time savings, cost savings, reduces pollution, and effectively manages our current roadway network – basic essential elements of a green corridor.
ExpressLanes features include:
- Conversion of the I-10 El Monte Busway HOV lanes (I-605 to Alameda St.) to HOT lanes
- Conversion of the I-110 Harbor Transitway HOV lanes (Artesia Transit Center to Adams Blvd.) to HOT lanes
- 57 new clean expansion buses and operating subsidy for the demo period
- El Monte Transit Center Expansion
- New Transit Station at Patsaouras Plaza
- Harbor Transitway Park & Ride Upgrades
- Metrolink Pomona Station Expansion
- Transit Signal Priority Expanded in Downtown LA
- 100 New Metro Vanpools
- New expansion bicycle lockers at the Artesia Transit Center & El Monte Transit Center
- ExpressPark
- New Bus Maintenance Facility in Downtown LA
- Budget: $290 million
- Start of Construction: 2010
- Forecasted opening: December 2010
The Plan Fact Sheet (Printer-friendly PDF)
Who?
Metro and Caltrans along with local mobility partners: Foothill Transit Agency, Gardena Transit, Los Angeles Department of Transportation, Southern California Regional Rail Authority (Metrolink), and Torrance Transit.
What?
A one-year demonstration project of converting High-Occupancy Vehicle (HOV) lanes to High-Occupancy Toll (HOT) lanes – we call them ExpressLanes.
When?
December 31, 2010.
Where?
On I-10 El Monte Busway between Alameda St and I-605. The general purpose lanes on I-10 will not be tolled. On I-110 Harbor Transitway between Adams Blvd and Artesia Transit Center. The general purpose lanes on I-110 will not be tolled.
Why?
These facilities need reduced congestion and greenhouse gas emissions, increased travel time savings, and better trip reliability. The US Department of Transportation has awarded a $210 million grant for the Demonstration Project.
How?
Congestion Pricing
- Dynamic Pricing - Tolls are continually adjusted according to traffic conditions to maintain a free-flowing level of traffic on the HOT lanes. (General purpose lanes are not tolled.) Prices increase when the HOT lanes get relatively full and decrease when the HOT lanes get less full.
| HOT Lanes Demonstration | Business Rule |
|---|---|
| I-110 Harbor Transitway Lanes Only | SOV (Single Occupant Vehicles) Pay HOV 2+ Free |
| I-10 El Monte Busway Lanes Only |
SOV Pay – All Hours |
Roadway Improvements
- Re-stripe between I-605 and I-710 on I-10 El Monte Busway to create a second HOT Lane
- Widen Adams Blvd & Re-stripe I-110 Adams off-ramp to create a 2nd right-hand turning lane
- Create new HOT access transition lanes between I-110 HOT lanes and I-110 general purpose lanes to smooth the flow of traffic into and out of the HOT lanes
Increased Transit Service & Vanpools
- Purchase of 57 alternative fuel buses for ExpressLanes
- Increased transit service on I-10 and I-110 ExpressLanes
- Formation of 100 new vanpools on I-10 and I-110 ExpressLanes
Transit Station Improvements
- I-10 El Monte Busway ExpressLanes
- Expansion of El Monte Transit Center including Bike Lockers
- Direct Connection at Patsaouras Plaza
- Expansion of Pomona Metrolink Station Parking Lot and Platform
- I-110 Harbor Transitway ExpressLanes
- Sheriff Substation and Bike Lockers at the Artesia Transit Center
- Lighting, CCTV, and other enhancements at Park & Ride Lots along the Harbor Transitway, New Bus Stops
Intelligent Parking Management
- Demand-based parking rates at meters in Downtown LA
Technologies That Enable Congestion Pricing
What is “congestion pricing?”
Congestion pricing is the concept of charging for the use of a transportation facility, such as a roadway, based on the level of traffic congestion. The greater the level of congestion, usually occurring during morning and evening rush hours, the higher the cost to use the facility.
Congestion pricing is not a panacea for congestion relief, but it is an important tool that many cities throughout the world have instituted or are exploring as a means to reduce congestion. It has been proven to ease congestion by shifting some rush hour highway traffic to other transportation modes such as vanpools and freeway express buses or to off-peak periods by charging for use of selected roads during a selected time. It has worked successfully in London, Stockholm, Singapore, Minneapolis, San Diego, and Orange County.
Why congestion pricing now?
Because it provides another alternative to managing traffic flow, which is growing increasingly worse.
To fulfill our obligation to the people of Los Angeles County, Metro must consider all reasonable options that may contribute to improving our mobility and quality of life. As with any complex issue, many factors contribute to identifying and implementing solutions. At least a few of these challenges include increased population, increased flow of material goods on roadways, more auto ownership and declining funding from gas tax revenue and state and federal governments.
Congestion pricing is one approach for efficiently managing capacity on our busy roadways by:
- Changing commuting behavior
- Generating additional funds for more transit, vanpools and other transportation options to increase mobility
In the United States, the conversion of high occupancy vehicle (HOV) lanes to high occupancy toll (HOT) lanes is one way to manage congestion. When driving on a HOT lane, the driver pays a toll that varies according to:
- Vehicle passenger occupancy
- Congestion level of the highway
Monitoring congestion makes it possible to control the traffic levels at all times and maintain the traffic speed at 45 mph. Congestion pricing, when integrating with other traffic management options, would help improve the travel speed of the managed lanes as well as the general-purpose lane.
What kind of demonstration projects is Metro considering for the Los Angeles region?
Demonstration projects are by definition pilot or test programs. This demonstration project is provided through a US Department of Transportation grant which means that the implementation is almost entirely financed by the federal government. It is designed to test innovations to improve existing transportation systems.
This specific, one-year-long demonstration project, which we call ExpressLanes, will:
- Test innovative pricing strategies to alleviate congestion, maximize freeway capacity usage, and fund additional transit alternatives on High Occupancy Vehicle (HOV) lanes on I-110 between 182nd Street/Artesia Transit Center and Adams Boulevard and on I-10 between Alameda Street/Union Station and I-605.
- Provide LA County $210 million of federal funds to pay for desperately needed new infrastructure. The grant will help expand and upgrade transit improvements along the I-110 and I-10 corridors. For example, it is anticipated that the following projects may be funded by the federal grant:
- New buses and rail cars
- Expanded vanpools
- Enhanced park and ride lots
- Increased local bus access
- Traffic Management and Support Systems
When would the tolls be added to the demonstration projects?
Implementation of the one year pilot program is expected to start December 31, 2010.
Why select these three projects?
These demonstration projects meet one or more basic criteria for successful congestion pricing:
- Carpool lane segments are long enough to offer significant travel time savings to commuters
- Roadways lead to major activity centers
- Access to high speed parallel express bus service options (such as the I-10 El Monte Busway or Harbor Transitway) and/or commuter rail service (such as Metrolink.)
How would the toll be paid or collected?
The latest technology involves an easy to use electronic “fast pass” collection system so that patrons do not have to wait in line at toll booths.
Are there any HOT lanes being used in Southern California?
Yes. Two examples of HOT lanes in Southern California include SR 91 in Orange County and I-15 in San Diego. In December of 1995, Orange County opened four 10-mile toll lanes in the median of the existing State Route 91; actual toll revenues in fiscal year 2007 amounted to $44 million, about $5.0 million more than projected.
Since December 1996 solo drivers on an eight-mile stretch of the I-15 in northern San Diego County have been allowed to use the express lanes on San Diego County’s I-15 for a fee, while carpoolers continue to travel free of charge.
Will education programs describe how the public can reduce congestion?
Yes. Educating and engaging the public regarding commuting choices is part of the outreach program on congestion reduction that Metro will conduct over the next several months. An early step in encouraging the public to adjust their commuting behavior is to remind the public that viable alternative transit options exist such as express bus service, adequate park-and-ride lot capacity, and efficient commuter rail and vanpool options.
According to the 2000 Census, 70 percent of Los Angeles County commuters drive alone to work, and only 7 percent use transit. Consequently, outreach to major employers in the region will be particularly important. Employers and employees are primary users of road infrastructure and key stakeholders in the development of financial or other incentives to reduce congestion.
Such incentives may include employer-paid transit subsidies, telecommuting options, and staggered work shifts.
How much would it cost to use a “toll” lane?
Various pricing formulas will be evaluated in the Metro study. In other metropolitan areas tolls range from $4.00 to $10.00 during peak commute hours. Pricing will be determined as we develop our operating plan.
What would those funds generated be used for?
Revenues generated by the tolls will be used first to pay for the operations of the managed lanes. It is expected that any additional revenues generated from the tolls will be used to improve or enhance transportation services in the corridor where the toll is generated. These may include additional bus and rail services, roadway improvements, and other complementary services.
Doesn’t congestion pricing favor wealthy commuters?
Congestion pricing benefits all because it provides more choices to commuters from all walks of life. Each commuter may select which mode makes the most sense to her or him in terms of cost and travel time. At certain times of day, the least expensive travel options—ride sharing and transit—may also be the fastest.
Revenues generated from tolls not needed for the operations of the lanes would be used to fund improvements to mass transit, which many low income families depend on. Additionally, buses and vanpools would be exempt from any HOT-lane charges. This means that anyone commuting by these modes—whatever his or her income—would travel without paying the toll.
Why can’t carpool lanes help more with congestion?
Perhaps the most serious challenge Los Angeles County carpool lanes face is that they are now so popular that they are getting too crowded. Right now, several carpool lanes in Los Angeles County are close to reaching a maximum desirable operating capacity. To ensure these lanes continue to be effective, we must find ways to better manage the flow. One of the options is by implementing managed lane concepts such as congestion pricing.
Meetings
Information
Public Outreach Plan
ExpressLanes Public Outreach And Communications Plan
Los Angeles County Congestion Reduction Demonstration Project
Metro Approved 1/27/09
SB 1422 SEC 2 (4) and (5) The LACMTA shall implement a public outreach and communications plan in order to solicit public input into the development of the demonstration program. In implementing the program, the LACMTA shall identify the affected communities in the respective corridors and work with those communities to identify impacts and develop mitigation measures.
Background
In July 24, 2008 Caltrans District 7 and Metro (Metro) as its partner agency entered into a Memorandum of Understanding to qualify for a $210 million grant from the U.S. Department of Transportation (USDOT). This grant is predicated on meeting certain requirements that include the conversion of HOV (high occupancy vehicle) lanes to HOT (high occupancy toll) lanes in two corridors.
The initial corridors to be evaluated are the I-10 from the I-605 to Alameda St. (Union Station) and the I-110 between Adams Blvd. and 182nd St./Artesia Transit Center, 24 and 33 lane miles, respectively. The grant will provide needed financial assistance to fund the conversion of the HOV lanes, the purchase of vehicles to expand transit services and capacity along these corridors, improvements to transit stations, and expanded park and ride facilities in the corridors. The target date for implementation of this demonstration project is December 31, 2010.
For the duration of the project, Metro will be seeking feedback from the communities in these corridors as the partner agencies explore the concept, opportunities, impacts and advantages that would occur with implementation of conversion.
Metro has contracted with PB Americas, which has assembled a consultant team of experts on public outreach as well as the technical expertise required to evaluate, model, and plan options for the HOT lane conversion. The quality of the response accumulated from public participation is the essential building block for evaluating the nexus of value pricing/congestion management with improved transit and with toll revenues to be invested in local jurisdictions for HOV and transit improvements.
Purpose
The purpose of the Plan is to offer a systematic and strategic approach for reaching diverse groups of people and interests throughout the I-10 and I-110 Corridors. This Plan provides a structure that allows for the scheduling, documentation and evaluation of each step of the public involvement process and engagement efforts. The concerns, issues, creative ideas and needs of community members will inform the outreach effort throughout the course of the demonstration project.
The purpose of this public outreach effort is threefold:
(1) To provide the public multiple opportunities to review the proposed options, the implications of the options, and alternative implementation approaches for the Demonstration Project;
(2) To create and distribute public information packages using a multi-media approach that is user friendly and culturally sensitive to the communities affected by the program;
(3) To provide policy makers with information about the public’s opinion about the options.
The Plan incorporates a number of strategies aimed at encouraging community participation. These strategies include proactive engagement of business, civic and other stakeholder groups, including elected officials; regularly scheduled project open houses and community briefings that allow interested stakeholders to receive current, accurate information; maintenance of an interactive project website; regular media updates; and an ongoing presence at community events, fairs and street festivals. These forums provide multiple ways for Metro to receive input from the public.
Goals
The goals of the Plan reflect the steps that are required to solicit the input of the public and build awareness of the project throughout diverse communities. Public information on the Demonstration Project will be straightforward, factual, and designed to be appreciated by non-technical audiences. Finally, the Plan will have measurable objectives tied to the milestones that are required for the successful conclusion of the project. The goals of this Plan are as follows:
Communicate effectively with the diverse communities and stakeholders, as reflected by the demographics of the I-10 and I-110 Corridors Create public forums and collateral materials that provide a clear, concise and easy-to understand information to enable the public to make informed decisions about the project
Develop a strong list of public and regional benefits that the project will generate
Respond to public and stakeholder feedback on the Demonstration Project in an accurate, consistent and timely manner
Provide accurate, timely and comprehensive documentation on the public involvement process
Publish and distribute the draft environmental documents for review and also notify the public, elected officials and other stakeholders of upcoming community meetings and public hearings
Create and implement a meaningful public involvement process, and Evaluate the public involvement process on a regular basis
The Plan
The Public Outreach and Communications Plan for the Congestion Reduction Demonstration Project is comprised of the following primary elements:
(1) Establishment of Corridor Advisory Groups and Coordination with Technical Advisory Group
(2) Facilitation of Community Participation within CAGs and with community organizations (including Community Workshops) and Legislative Briefings
(3) Issues Identification & Management
(4) Marketing Communications
(5) Ongoing Monitoring and Review
(1) Corridor Advisory Groups (CAGs) and Technical Advisory Group (TAG)
The Education and Outreach Program will be organized principally around Corridor Advisory Groups comprised of stakeholders along the I-110 and I-10/210 Corridors. The primary role of the CAGs is to:
- Provide consultation to the project team on key community issues.
- Help identify impacts and develop mitigation measures.
The TAG is comprised of agency representatives with technical expertise relative to the congestion reduction demonstration project, including Metro, Caltrans, SCAG, LADOT, Metrolink, FTA, FHWA, Los Angeles County Public Works, Foothill, Gardena and Torrance Municipal Transit, San Gabriel Valley COG, South Bay Cities COG, Gateway Cities COG, and LAEDC. Others may be added over the course of the study. The TAG’s role is to vet all of the technical aspects of the program and be available to the CAGs for consultation.
(2) Facilitation of Community Participation
(a) Develop database of all stakeholders (community groups, residents, local and regional business owners, labor, environmental organizations, employers, employees, academia, cultural and entertainment attractions, emergency responders, media, surface transportation industry, policy leaders, other institutions, etc.) Track interested individuals and groups, their areas of interest, communication with them, and other pertinent information for the duration of the program.
(b) Organize agenda, meeting participants and all logistics for quarterly meetings of each CAG.
(c) Conduct legislative briefings and community briefings on an ongoing basis.
(3) Meeting Coordination and Facilitation
(a) Develop facilitation plan to include schedule of CAG and community group meetings/workshops, locations, meeting formats, speakers/presenters, and content of presentation material.
(b) Document all meetings (agendas, notices, ads, website, meeting materials, summaries, notes and minutes, public comment log).
(c) Include “New” media in outreach (virtual meetings, blogs, electronic news outlets, discussion boards, etc.). Monitor these forums and incorporate findings into issues analyses.
(4) Issues Identification and Management (including residential and business impacts re: equity, mobility, commute times, general purpose lanes, surface streets, carpoolers, van poolers, mitigations, toll signage, transponder distribution, other)
(a) Determine how various aspects of the project impact stakeholders and other constituency groups.
(5) Marketing and Education Communications
(a) Identify target audiences (commuters, transit providers, residents, businesses, employers, employees, labor, environmental, policy leaders, government agencies, etc.) and develop corollary key messages that are consistent with the goals and objectives of the demonstration project.
(b) Conduct market research to assess attitudes and perceptions among target audiences, and identify barriers, advantages and levels of support. The market research will assess perceptions and attitudes among elected officials, general public, low income commuters, car poolers, and transit.
(c) Implement Media Relations and Public Affairs Strategy (community based marketing, media planning).
(d) Implement Marketing Plan (surveys, multi-media advertising).
(e) Develop Collateral Educational Materials (bi-lingual website, brochure, poster, newsletters, fact sheets, FAQs, Take Ones, video, etc.).
(f) Create a series of special purpose documents related to issues that the public is sensitive to and that can be shared with key stakeholders and policy makers. These issues may include community benefits, economic development impacts, job opportunities, neighborhood economic development, project funding/costs, public process, station development and others as they may develop.
(g) Refine Marketing Plan for Demonstration Project implementation.
(6) Ongoing Monitoring and Review
Quarterly Progress Reports will be prepared to document and evaluate progress on Plan goals. Develop evaluation criteria to determine that goals have been met after every phase of Public Involvement activity.
Dates, Target Audiences, and Project Milestones for Public Outreach
| Dates* | Target Audiences | Project Milestone for Outreach Activity |
|---|---|---|
| Aug/Sep 2008 | General Public | Community Workshops (introduce project for I-10 and I-110) |
| Nov 2008 | CAGs | Review Public Outreach Plan |
| Jan/Feb 2009 | CAGs, General Public | Concept of Operations |
| Apr/May 2009 | CAGs | Draft Assessment of Impact on Low Income Commuters |
| Jul/Aug 2009 | CAGs, General Public | Draft Environmental Document |
| Oct/Nov 2009 | CAGs, General Public | Next St |
* Dates subject to change.