MOBILITY WORKSHOP Joint City Council and Transportation Commission May 5, 2014
Review of General Plan M-1 Develop world-class transit system M-3 Maintain/enhance pedestrian-oriented City M-4 Create comprehensive bike network M-5 Create environmentally & financially sustainable transportation network M-7 Protect/preserve residential neighborhoods from nonresidential traffic
Traffic Congestion
Santa Monica Boulevard
Sunset Boulevard
Daily Traffic Volumes Santa Monica Boulevard (between Doheny & La Cienega) 1988 ADT = 41,000 2008 ADT = 53,388 30% increase Sunset Boulevard (between Doheny & La Cienega) 1988 ADT = 41,000 2008 ADT =51,462 26% increase Doheny Drive (@ Santa Monica Boulevard) 1988 ADT = 22,000 2008 ADT = 14,545 34% decrease
Daily Traffic Volumes (Cont.) La Cienega (@ Santa Monica Boulevard) 1988 ADT = 35,500 2008 ADT = 35,501 No Change Fairfax Avenue (@ Santa Monica Boulevard) 1988 ADT = 28,000 2008 ADT = 30,457 9% increase La Brea Avenue (@ Santa Monica Boulevard) 1988 ADT = 40,500 2008 ADT = 39,173 3% decrease
Transit Santa Monica & Sunset Boulevards High transit ridership on Santa Monica (approx. 15,000 per day) Key Commercial Corridors Routes 4 & 704 (Santa Monica) Routes 2, 302, 217 (Sunset) La Cienega, Fairfax & La Brea Lower transit ridership (up to 3,000 per day) Key Commercial Corridors Routes 105 & 705 (La Cienega), 217/218 (Fairfax) & 212, 213 (La Brea)
Transit
Pedestrians Santa Monica Boulevard High pedestrian activity Enhancements such as bulb outs and crosswalk treatments 21 Signalized Crossing locations (traffic signal) 8 uncontrolled mid block pedestrian crossing locations 2 Rapid Flashing Beacon controlled pedestrian crossing locations (Orange Grove & Westmount) Future Rapid Flashing Beacon locations at Hancock & Palm
Pedestrians Sunset Boulevard High pedestrian activity Enhancements such bulb outs & pedestrians refuges (Wetherly Dr and Sunset Plaza Dr) 12 Signalized Crossing locations (traffic signal) 4 uncontrolled mid block pedestrian crossing locations No current or proposed Rapid Flashing Beacon locations
Pedestrians
Parking Santa Monica & Sunset Boulevard Multiple locations to park on street (EB & WB) All parking parallel to the street Serves local business and land uses on both streets
Parking
Traffic Signals West Hollywood has 61 traffic signals 21 are located on Santa Monica Boulevard 12 are located on Sunset Boulevard 55% of the signals are located on 2 streets
Traffic Signals (Cont.) Signal Density West Hollywood (1.89 sq. miles) = 32 per square mile Santa Monica (15.9 sq. miles) = 13 per square mile Burbank (17.4 sq. miles) = 11 per square mile Pasadena (23.1 sq. miles) = 14 per square mile Los Angeles (503 sq. miles) = 9 per square mile
Other U- Turns & Medians Access limited on Santa Monica Boulevard Medians restrict left turns Results in U-turns in the corridor Trade off: Helps traffic flow in certain locations Through Traffic Data indicates that a significant amount of traffic has an origin/destination in West Hollywood Cut through traffic approximately 35% of the total
What has been done to improve mobility?
City Signal System 61 signalized intersections Majority signalized by LA County and Caltrans New signals - traffic safety issues Santa Monica/La Jolla Santa Monica/Martel Fountain/Fuller Sunset/Roxbury Beverly/George Burns New signals - new developments mitigation Beverly/Wetherly (Bristol Farms Market) La Brea/Romaine (Gateway Shopping Center) La Brea/Lexington (Monarch Mixed-Use Development) Agreements with City of Los Angeles and Beverly Hills
Traffic Signal Operations Originally operated on fixed timing plans - minimal coordination 1991 - started to build communication between the signals Traffic Management Center (TMC) Upgraded controllers and vehicle detection Coordinated timing plans (Quic-Net) Corridors currently operating on the Quic-Net System: Sunset Blvd Fountain Ave Santa Monica Blvd Fairfax Ave La Brea Ave
Traffic Signal Operations - Local The City contracts with KOA Corporation for technical expertise with traffic signal timing Frequently update timing plans Constraints Federal mandates (pedestrian, bicycles, and yellow clearance) Short blocks between signals High traffic - peak periods High turn volumes at major intersections Pedestrians crossing - unsignalized intersections Non-residential traffic shortcut/detouring through neighborhoods
Traffic Signal Operations Regional Coordination WeHo s TMC linked to County Information Exchange Network (IEN) IEN website shared timing data (including City of LA) IEN - ongoing and successful to reduce delay where possible. WeHo represented at METRO s Technical Advisory Committee and Streets and Freeways Subcommittee (monthly meetings) WeHo participates on METRO s Arterial Intelligent Transportation System Committee
Recent and Upcoming System Improvements METRO Rapid Bus Grant - $1.6 million project to implement transit priority on 4 Rapid Bus Routes Currently under construction Controller and communication system upgrades at 33 intersections Implementation of coordinated traffic signal operations to improve transit reliability and reduce passenger travel times. Expanding operation of the Quic-Net System for San Vicente, Melrose, and Beverly corridors Countdown Pedestrian Signal Heads and Upgraded/ADA Compliant Pedestrian Push Buttons Rectangular Rapid Flashing Beacons to enhance pedestrian visibility at unsignalized crosswalks Enhancements installed during Santa Monica Blvd and Sunset Blvd Reconstruction Projects: Protected/Permissive Left Turn Arrows High visibility roadway markings/signage Bulb outs - reduce pedestrian crossing time Median islands - provide pedestrian refuge/prevent autos shortcutting Bus stops location - maximize rider use, minimize pedestrian crossings, no bus pull-outs to keep bus moving Bike Lanes
Multi-Modal Infrastructure and Programs Transit Pedestrian Bicycle Plan Alternate mode incentives TDM Mixed-use
Current Anti-Gridlock Enforcement Location Fountain & La Brea Fountain & Crescent Heights Sunset & Cory Sunset & Doheny Sunset & Sunset Plaza Santa Monica & San Vicente
MOBILITY OPTIONS MOBILITY OPTIONS
New Technologies
Bluetooth/WiFi
Camera Detection
Wireless Pavement Detection
Increase Anti-Gridlock Strategies Advantages Limitations Costs Stop gridlock at key intersections in West Hollywood Traffic Assist Officers Small or no decrease in corridor travel times One intersection for 6 months = $45,000 Can reduce north south congestion Potentially requires large numbers of officers
Transit Pull Outs Advantages Limitations Trade offs Buses no longer block travel lanes More delay to bus operations. Harder to merge back into traffic Unpopular with Metro Improvement in vehicular flow and reduced delay Requires dedicated space. Potential loss of parking New Infrastructure required
Far Side Bus Stops Advantages Limitations Trade offs Buses no longer conflict with right turning vehicles Pedestrians more likely to cross behind buses Potential intersection blockages due to new location Can obstruct site distances for vehicles and pedestrians May increase through traffic queueing New Infrastructure required
Peak Period Bus Only Lanes Advantages Limitations Trade offs Buses no longer block travel lanes Requires removal of pedestrian Bulb outs Unpopular with local business due to lost parking Improvement in vehicular flow and reduced delay Requires dedicated space. Peak period parking loss Expensive to implement New Infrastructure required
Crosswalk Consolidation (removal of unsignalized crosswalks) Advantages Limitations Trade offs Improvement in vehicular flow due to decreased pedestrian/vehicle interaction Pedestrians have to walk further to cross Santa Monica Gives priority to drivers over pedestrians Relatively inexpensive to implement Requires physical changes in infrastructure May result in an increase in illegal pedestrian crossings in high activity areas
Left turn & U-turn prohibitions Advantages Limitations Trade offs Less delay to vehicle through movements Residents may no longer be able to directly access their streets Illegal turns anticipated Improvement in vehicular flow Limited cost to implement Secondary congestion and delay impacts as a result of moving the traffic to new locations Likely unpopular with local business and residents
Peak Period Parking Restrictions (additional travel lane on Santa Monica) Advantages Limitations Trade offs Potential additional travel lane Large increase in vehicle capacity during peak travel hours Improved travel times and reduced delay Loss of parking during the peak period Requires physical changes in infrastructure removal of pedestrian Bulb outs Gives priority to vehicles over other modes Impacts to pedestrians and bicycles May be unpopular with local business and residents Expensive to implement
Pedestrian Scramble Phase Advantages Limitations Trade offs Prioritizes pedestrian activity in busy areas Vehicle operations more efficient Increased safety for pedestrians Longer waiting times for cars/pedestrians Clear signage required Difficult to synchronize signals Requires new signal equipment Potential increase in illegal pedestrian crossings
Recommendations Near Term Improvements New Technologies Long Term Options Anti Gridlock Far side bus stops Left turn prohibitions Peak Period Parking Restrictions Transit Pull Outs Crosswalk Consolidation Travel Time Improvement Small Large Cost Low High