FORM GEN,, ',GOAIR".'/82) CITY OF IN, ~R-DEPARTMENTAL CORRESPONDl:..tE

Date: December 4, 2007

To: The Honorable City Council c/o City Clerk, Room 395, City Hall Attention:~l.7~ Wendy Greuel, Chair, Transportation Committee From: rRita L. Robinson, General Manager Department of Transportation

Subject: USDOT CONGESTION REDUCTION DEMONSTRATION INITIATIVE- CONGESTION PRICING (CF 07-3754)

As directed by the motion (CF 07-3754) presented by Councilmember Wendy Greuel (CD 2), the Los Angeles Department of Transportation (LADOT) has prepared this report regarding the recent announcement by the United States Department of Transportation

(US DOT) on the availability of federal funds for Congestion-Reduction Demonstration Initiatives. The motion directed LADOT to identify projects that would be eligible for grant funding under this federal program and to work with the Los Angeles County Metropolitan Transportation Authority (Metro) to prepare a grant application to be submitted to USDOT by the deadline of December 31, 2007.

RECOMMENDATION

AUTHORIZE LADOT to partner with Metro and Caltrans in the preparation of a joint Congestion-Reduction Demonstration Initiatives application package to the USDOT with consideration of the following overall project elements including complementary City components which total approximately $35 million:

1. Conversion of the existing Interstate 110 (Harbor Transitway) High Occupancy Vehicle (HOV) lanes to High Occupancy Toll (HOT) lanes (Caltrans to determine scope and cost) 2. Grade separation of the northern terminus of proposed HOT lanes on the Harbor Transitway over Adams Boulevard onto (Caltrans to determine feasibility, scope and cost) 3. Enhancement of Transit Service along Harbor Transitway from Artesia Transit Center to Downtown Civic Center (Metro to determine feasibility, scope and cost) 4. Installation of Changeable Message Signs (CMS) on Figueroa Street and

Broadway from Imperial Highway to Downtown Civic Center ($5M) 5. Harbor Transitway Extension Transportation Systems Management (TSM) Improvements ($1 M) 6, Implementation of the Downtown Intelligent Parking Management Program ($15M) 7. Downtown DASH System 'Enhancements ($12M) 8, Commuter Express Global Positioning System Enhancements ($2M)

DEe 0 7 2007 TRANSPORTATION Council member Wendy Greuel -2- December 4, 2007 CF 07-3754

DISCUSSION

On November 13, 2007, USDOT announced a solicitation of grant applications for funding of Congestion-Reduction Demonstration Initiatives. This is a federal program that will provide funding to implement projects and programs that include innovative, systemwide solutions in dealing with traffic congestion. To be eligible, such solutions should include technological advances in tolling, transit, parking. and/or operations to improve congestion. LADOT has met with staff from Metro and Caltrans to discuss this grant funding program and to explore potential congestion-reduction initiatives for Los Angeles County. To be considered for funding, it is recommended that applications include congestion pricing projects that could be implemented in a relatively short time frame after an agreement with the USDOT is signed.

At its meeting on November 29,2007, the Metro Board approved a staff report recommending a congestion-pricing program that was explored collaboratively with Caltrans and LADOT. This program would convert existing freeway HOV lanes to HOT lanes along Interstate 10 (EI Monte Busway), Interstate 110 (Harbor Transitway) and

Interstate 210 from the 1-605 to the 1-710 as part of the first phase proposal.

Of the toll lane facility projects identified above, Interstate 110 is the only freeway within the City of Los Angeles boundaries. In light of this, LADOT has primarily focused on project initiatives which include a series of innovative technology applications that enable enhancements to transit service, parking, and traffic flow along the Harbor Transitway corridor and areas in and around . Due to limited time, some components of the overall program are still being evaluated for feasibility, scope and cost by Caltrans and Metro as indicated. Not every project component has been agreed to be included in the overall package at this point by all parties. As such, we anticipate that some project components including complementary City proposed project components may not be included in the final application package. LADOT will continue to work with Metro and Caltrans to finalize the application package before the December 31, 2007 deadline.

The proposed joint Congestion-Reduction Demonstration Initiatives application package will consider the following overall elements with complementary City project components as identified in Section B:

A. Caltrans and Metro Project Components

1. Conversion of existinq HOV lanes to HOT Lanes on Interstate 110

This project would convert existing HOV lanes to a toll lane facility with a graduated fee program to allow toll paying vehicles to gain access to the HOT lanes. Typically, single person vehicles pay the highest amount and the toll is gradually reduced for additional passengers. Also, usually at a pre-

determined number of person vehicles, the cost is free to enter the toll lanes.

The toll lanes on the Harbor Transitway will utilize sophisticated electronic Council member Wendy Greuel -3- December 4, 2007 CF 07-3754

toll collection and traffic information systems that can provide real-time information on toll pricing to non-HOV vehicles. Information on price levels and travel conditions is normally communicated to motorists via variable message signs, providing potential users with the facts they need in order to decide whether or not to utilize the HOT lanes or the parallei general- purpose lanes that may be congested during peak periods. Please see Attachment A for more information on the Metro congestion-pricing proposal.

2. Grade Separation of the northern terminus of the proposed HOT lanes over Adams Boulevard onto Fiqueroa Street In order to address the potentiai bottleneck issue at the northern terminus of the proposed HOT lanes along the Harbor Transitway, a grade separation feasibility is being currently investigated by Caltrans to ensure that the project does not end up moving toll paying vehicles faster to a point of known congestion. Caltrans is to investigate feasibility, scope and cost.

3. Harbor Transitwav Enhancements This project would provide for an enhanced transit service along the Harbor Transit corridor from the Artesia Transit Center to the Downtown Civic Center which may potentially include increased headways and/or limited stop services. Metro is to investigate the feasibility, scope and cost of the potential transit service enhancements.

B. City of Los Angeles Project Components

DOT has identified the following five eligible and complementary congestion- reduction programs that would be included in the grant application. It is recommended that these programs be consiered in the grant application being prepared by Metro for the congestion-pricing proposals described above. These City initiatives, which are estimated to cost $35 milion to construct, meet the requirements of the USDOT solicitation for eligible projects as they include the application of innovative technology programs that enable enhancements to transit service, parking, and traffc flow. The five programs proposed are:

4. Chanqeable Messaqe Siqns This project would provide for the strategic placement of changeable message signs (CMS) along Figueroa Street and along between Imperial Highway and the Downtown Civic Center. Traffc problems resulting from special event traffc, nonrecurring problems (accidents, roadway construction, filming), recurring problems (peak hour congestion), and freeway gridlock can be significantly reduced with the use of real-time information displays like CMS that provide motorists with advance warning. Some of the more common uses of CMS include traffc warning, regulation, Council member Wendy Greuel -4- December 4, 2007 CF 07-3754

routing, and management information. The real-time information displays assist in modifying the behavior of the driver and thereby improve the traffic flow for all motorists. The estimated cost of this project is $5 million.

5. Harbor Transitwav Extension TSM Improvements This project, which is partially funded, will improve the connection between the Harbor Transitway HOV lanes along the 1-110 Freeway and the EI Monte Busway along the 1-10 Freeway by improving the movement of commuter buses through the Downtown street system. This program, which is described in more detail in Attachment B, proposes to install exclusive peak-hour bus lanes along key arterials, left-turn arrows where necessary to facilitate bus travel, pedestrian signal upgrades, bus stop security lighting, removal of bottlenecks, signal systems optimization, closed-circuit television cameras to enhance monitoring, and strategic relocation of bus stops. This project would enhance commuter transit service by implementing improvements that would provide improved effciency, safety and reliability. The estimated cost of this improvement is $6 million with a funding short-fall of $1 million.

6. Downtown Intelliqent Parkinq Manaqement Proqram The Downtown Intelligent Parking Management (IPM) Program is proposed as a comprehensive strategy to relieve traffic congestion, improve parking availability, and reduce traffic demand in Downtown by implementing demand-based pricing and operational policies for on-street parking. Wireless parking sensors in every on-street metered parking space will allow LADOT to adjust parking meter rates, time limits, and hours of operation based on actual demand, with a goal of achieving about 85 percent of the spaces on each block occupied at any given time. This strategy is expected to significantly reduce traffic congestion in the project area and hence eliminate the estimated 30 percent of traffic that is "cruising" for under-priced on-street parking, wasting gas, and polluting the environment.

To support the new parking prices and policies, new parking meter technology will be deployed for all 8,000 Downtown metered spaces that will be capable of charging demand-based rates by time of day and also allow payment by credit card, smart card, and cell phone. In addition, a new system will be implemented to provide real-time parking information on the availability of nearly 17,000 on- and off-street parking spaces, which will allow motorists to drive directly to the most appropriate parking for their needs. More information on the Downtown IPM Program is provided in Attachment C. The estimated cost of these improvements is $15 million. Councilmember Wendy Greuel -5- December 4, 2007 CF 07-3754

7. Downtown DASH System Enhancements This proposed project will provide real-time bus location and arrival information for passengers and system managers of the Downtown DASH shuttle system. This project would employ Automatic Vehicle Locator (AVL) technology to improve the overall efficiency and reliability of the Downtown DASH Shuttle program. For the passengers of this service will be able to obtain next bus arrival information from personal electronic devices, such as cell phones, lap top computers, Personal Data Assistants (PDAs), etc. In addition, LED displays will be placed at key bus stop locations in the Downtown area providing passengers with bus arrival information. Also, the traffc signal system at key intersections will be upgraded to operate under LADOT's Transit Priority System (TPS), thus providing improved travel time and service reliability for the DASH shuttes. The estimated cost of these DASH system enhancements is $12 million. More information on this program is provided in Attachment D.

8. Commuter Express GPS Enhancements This proposed project will provide real-time bus location and arrival information for passengers and system managers of the Commuter Express

transit system operated by LA DOT. This project would employ Automatic Vehicle Locator (AVL) and Global Positioning System (GPS) technologies to improve the overall efficiency and reliability of the Commuter Express transit program. In order to communicate location and schedule information in areas outside of the Downtown area, the proposed project includes the purchase and installation of a digital communication system with GPS technology. The estimated cost of these Commuter Express system enhancements is $2 million. More information on this program is provided in Attachment D.

CONCLUSION

With approval from the City Council and the Mayor's Offce, LADOT will continue to work with Metro and Caltrans to develop a grant application that considers all of the initiatives described above by the deadline of December 31, 2007.

FISCAL IMPACT

The proposed action would not have an impact on the General Fund. . ~ .,

Councilmember Wendy Greuel -6- December 4, 2007 CF 07-3754

COORDINATION

LADOT will continue to work with Metro and Caltrans on the preparation of the final grant application and on the preparation of the detailed scopes of work for each proposed initiative. No coordination with other City department is required during this initial planning stage. However, as the application package is being prepared and the proposed initiatives are being designed, LADOT will solicit feedback from and provide status updates to the members of the Transportation Committee of the City CounciL.

Attachments

CF 07-3754 Motion Summary Graphic of Proposed Program Attachment A: Metro Staff Report of November 29, 2007 (not including attachments) Attachment B: Harbor Transitway Extension TSM Improvements Attachment C: Downtown Intelligent Parking Management Program Attachment D: Downtown Transit Service Enhancements (DASH and Commuter Express) c: Ashad Hamideh, Metro John Fisher, DOT Amir Sedadi, DOT Haripal Vir, DOT Jay Kim, DOT

TC:tc cf 07-3754 OOT Staff Report.wpd NOV 2 1 2001 TRANSPORTATION MOTION

Traffc congestion in the City of Los Angeles is a serious problem that requires immediate action. In 2003, researchers found that the average motorist experienced 93 hours of delay during peak travel periods. To solve this problem, the City has worked to develop congestion reduction initiatives.

On November 13,2007, The United States Department of Transporttion anounced The Congestion-Reduction Demonstrtion Initiative. This program emphasizes pricing mechanism, but offers a wide array of assistace and support services related to congestion relief. The program has a deadline for application submission of December 31, 2007.

I THEREFORE MOVE that the City Council direct the Los Angeles Deparent of Transporttion to identify projects that may be eligible for grant funding under the United

States Departent of Transportation's Congestion-Reduction Demonstration Initiative, and to work with the Los Angeles County Metropolitan Transporttion Agency (Metro) on preparing an application for the Congestion-Reduction Demonstr . n Initiative. d PRESENTED BY ¿r ~ WENDY GREUEL CounciImember, 2nd District

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ATTACHMENT A

METRO STAFF REPORT OF NOVEMBER 29,2007

LOS ANGELES COUNTY CONGESTION-REDUCTION DEMONSTRATION INITIATIVE PROPOSAL , .

Metropoibn Transpotation Auor One Gateway Plaza 213-922.200 Tel lo~ Angeles, CA 90012-2952 metro.net æMetro

AD-HOC CONGESTION PRICING COMMIITEE NOVEMBER 29, 2007

SUBJECT: LOS ANGELES COUNTY CONGESTION.REDUCTION DEMONSTRATION INITIATIVE PROPOSAL

ACTION: APPROVE CONGESTION-REDUCTION DEMONSTRATION INITIATIVE PROPOSAL

RECOMMENDATION

A. Approve the submittal of a one-year congestion.pricing demonstration project to the United States Department ofTransportation (US DOT) that includes conversion of existing High Occupancy Vehicle (HOV) lanes to High Occupancy Toll (HOT) lanes along

Interstate 10 (EI Monte Busway), Interstate 110 (Harbor Freeway Transitway) , and Interstate 210 from the 1.605 to the 1-710 as part of a first phase, with the potential for a second phase that would include HOV lanes currently under construction along State

Route 60 (Pomona Freeway), future carpool lanes on the 1.10 east of the 1.605, and carpool lanes on the 1-210 east of the 1-605 as HOT lanes during a second phase;

B. Approve the submittal of an application to the California Transportation Commission (CTC) for legislative authority to develop and operate High Occupancy Toll (HOT) lanes for the freeway corridors included in action "A" of this recommendation, including the administration and operation of a congestion-pricing program and exclusive or preferential lane facilities for public transit per Assembly Bil 1467. ISSUE

On November 13, 2007, the USDOT's Offce of the Secretary ofTransportation published a Solicitation of Applications for Funding of Congestion-Reduction Demonstration Initiatives. To participate in the solicitation for possible federal funding, Metro must submit an application for Los Angeles County by a December 31, 2007 deadline.

On a related note, the CTC approved the Assembly Bill 1467 HOT Lane Guidelines and application procedures in October 24,2007. Metro, as the Regional Transportation Planning Agency (RTPA for Los Angeles County, and in cooperation with Caltrans, may apply to the , ó

CTC to develop and operate HOT lanes. Per Assembly Bil 1467, the CTC may grant authority for only two projects in Southern California.

POLICY IMPLICATIONS

Our recommendation is consistent with the Board directive to develop congestion-pricing alternatives that could be implemented in Los Angeles County by the year 2010. Approval of our recommendation could provide funding and/or authority to implement congestion- pricing HOT lane projects. Approval of our recommendation also would place Los Angeles County strategically to compete for federal highway and transit funds to help finance congestion reduction strategies in the region,

OPTIONS

The Board of Directors could choose not to approve all or part of the recommendation. We are not recommending this option because without these actions, our region will not be competitive for the immediate opportunities provided by the USDOT and the CTC for implementing congestion relief strategies that include pricing, Metro staff considered toll lanes on other freeways. These freeways had attributes which made them less appropriate for a near term demonstration project. Depending on the freeway, some freeways had less congestion, less parallel transit, less capacity in the HOV lanes, less of a direct link to major destinations, created less of a network and/or had less space for the toll lanes technology than the recommended projects,

FINANCIAL IMPACT

The recommended actions have no impact on Metro's FY 08 Budget. Selecting a congestion pricing project for the USDOT and CTC applications would increase the likelihood of Los Angeles County receiving federal and/or state funds.

DISCUSSION

Last month, the US DOT's Assistant Secretary for Transportation Policy, Tyler Duvall, informed the Board of Directors of an upcoming request for solicitations for funding for an initiative similar to the Urban Partnership Agreement (UPA) program that the USDOT had established a year ago. Subsequently, the USDOT's Offce of the Secretary ofTransportation published a Solicitation of Applications for Funding of Congestion-Reduction Demonstration Initiatives on November 13, 2007. Applicants that are not a State Department of Transportation (DOT) are expected to partner with or submit an application through their corresponding DOT in applying for highway discretionary funding. Soon after the December 31" deadline, the USDOT will enter into agreements with the successful applicants who will be designated as "qualified jurisdictions" of federal assistance in accordance with this notice. These agreements would support congestion-pricing and complementary transportation projects and strategies. To be competitive, proposals must integrate innovative transit strategies, new transportation technologies, and direct highway pricing during congested travel periods. In addition, applications must address the US DOT's expectations for the implementation or pre-implementation efforts of any proposed congestion-reduction

lo An Coty Cotion.Reuc Deti Inititive Prpo 2 , .

activities to commence shortly after an agreement with the USDOT is signed. Proposed projects and programs could be implemented on a demonstration basis.

The new federal solicitation generally follows the same guidelines and evaluation process for the earlier UPA program. The USDOT will consider a variety of factors in reviewing applications seeking funding, including: (1) the extent to which the proposed congestion- reduction plan reduces traffc congestion, enables improvements in transit service, and demonstrates innovative technology applications; (2) the projects national demonstration value; and (3) the technical feasibility and political probability ofthe project(s) being implemented in the near-term.

Although the USDOT did not specify in its solicitation notice the potential funding that could be made available for designated qualified jurisdictions, it has identified the various, discretionary funding programs that will be available in FY 08 for implementing congestion- reduction demonstration initiatives. These funding opportunities include Federal Highway Administration (FHWA) programs, such as Innovative Bridge, Interstate Maintenance, and Truck Parking Facilities. In addition, funding opportunities included Federal Transit Administration (FTA) programs, such as Bus and Bus-Related Facilities and Small Starts. Also, the USDOT may allocate up to $9.5 bilion in private activity bond authority not already allocated or applied for under the Private Activity Bond program. The U DOT may also provide qualified jurisdictions direct loans, loan guarantees, and lines of credit for qualified projects under the Transportation Infrastructure Finance and Innovation Act (TIFIA). TIFIA allows for the support of approximately $10 billion in credit assistance. These funding opportunities are in addition to any funds designated by law to support the USDOT's Congestion Initiative. The President's Fiscal Year 2008 Budget includes $175 milion for USDOT's Congestion Initiative.

The USDOT's recent solicitation follows the same funding approach of the former UPA program, which solicited proposals without any funding commitment from the USDOT, but resulted in about $850 milion in discretionary funds that were conditionally awarded to five designated Urban Partners (Miami, San Francisco, Minneapolis, Seattle, and New York). Additional funding could become available to the USDOT for qualified jurisdictions proposing innovative congestion-reduction demonstration projects if the Urban Partners designated under the UPA program are unsuccessful in obtaining needed legislative authority to move their projects forward or to provide the required local funding match.

For Los Angeles County's proposal to be competitive and responsive to the USDOT's notice, Metro would need to have proper State legislation in place or demonstrate efforts for obtaining legislative approval for implementing congestion-reduction related projects and activities, including congestion-pricing. In this regard, Assembly Bill 1467 allows Metro, as the RTPA for Los Angeles County and in cooperation with Caltrans, to develop and operate HOT lanes, including the administration and operation of a congestion- pricing program and exclusive or preferential lane facilities for public transit. The number of projects that may be approved under Assembly Bill 1467 is limited to four: two in Northern California and two in Southern California. Metro staff will request that our combined corridors constitute one network or one project. If limited to two single freeways, Metro staff will apply for the Harbor Freeway and the EI Monte Busway. There is no deadline for submitting applications to the CTC application for developing HOT lanes, but we need to be ready to submit an application

Los An County Congetin-Reuc Detrti Initive Pro 3 . '

as soon as possible to compete for the two spots that are available for Southern California. The State Legislature would approve projects submitted by RTPA's on a first come first serve basis per the recommendation of the CTC. Among the eligibility criteria is whether proposed projects for developing HOT lanes or exclusive or prefrential lane facilities for public transit are included in the RTPA's Long Range Transportation Plan or necessary steps are being considered to include them, If we are not successful under this process for implementing Assembly Bil 1467, we will have to seek new State legislation for Los Angeles County. In any case, we expect to seek new State authority for developing HOT lane corridors or for a more

general language that would allow implementing other congestion- pricing alternatives in Los Angeles County. We are currently working with our Government Relations staff to include this effort in Metro's Legislative Program.

To help identify a congestion pricing proposal, Metro organized a meeting with the region's major transportation agencies.to discuss the potential of congestion pricing alternatives that could be implemented in Los Angeles County in the short-term. Metro staff also had initial contacts with the Council of Governments (COG's). The meeting included high-level staff from Caltrans, Los Angeles County Department of Public Works, and the City of Los Angeles. SCAG was also invited to participate in the meeting, The discussions focused on developing HOT lanes, whether through converting existing HOV lanes or operating those HOV lanes that are currently under construction. The regional partners considered several criteria, including current operating conditions (traffc volumes, average speeds, travel time savings, minimum passenger occupancy requirements, etc.), the availability of transit alternatives, easiness for implementation in the short-term, and potential to operate as a system or bundle of HOT lanes that could developed into a network of managed priced lanes. Attachments A, B, and C summarize information on travel time savings and HOV lane peak hour volumes. Attachments D and E contain more detailed data on these same features. Attachment F is a map of the current carpool lane network which staff consulted to look at connectivity.

One strong project to emerge from this discussion and evaluation of the data was conversion of the Harbor Freeway Transitway (both lanes each direction) into a toll lane facility. Advantages of this facility are that it contains two lanes in each direction, it has some capacity left during peak hours in the carpool lanes so that toll paying cars could be added without significantly impacting adjacent mixed flow lanes, there is good opportunity to use any tolls collected to increase parallel transit service, the freeway is congested enough so that a toll facility could provide significant travel time savings for drivers, it has physical space for toll monitoring equipment, and it has limited egress and access which may help in toll monitoring.

The EI Monte busway on the 1-10 Freeway from the 1-605 to downtown Los Angeles also emerged from the discussion as a strong project. The 1-10 freeway is highly congested and a toll lane could provide excellent travel time savings opportunities to drivers. There is excellent parallel transit service such as on the EI Monte Busway and to provide additional mobility options, The facility has physical space to accommodate any toll monitoring equipment and there is limited egress and access to aid in toll monitoring. The 1-210 freeway similarly had the advantages of a long continuous HOV lane, significant congestion and opportunities to provide drivers with significant travel time savings. Toll facilities on both the 1-210 and the 1-10 could provide drivers two parallel opportunities to travel through portions

Lo Anes Cowity Coge-Reuc Deonation hiittive Propo 4 , .

of the San Gabriel Valley and also access Downtown Los Angeles with travel time savings.

Staff intends to propose the portion ofthe 1-210 carpool lane from the 1-605 to the 1-710 as part of a first phase with extension east of that as a second phase. With respec to the SR-60, the current carpool lanes were not considered long enough to be part of an initial pilot project. As the lanes that are currently under construction are completed, this freeway could be added in the future providing yet a third parallel corridor with a high speed travel lane option during peak periods. Similarly, future carpool lanes on the 1-10 east of the current EI Monte busway would be proposed in the US DOT application as a second phase_

The basic elements of the pilot congestion pricing projects would be to open the HOV lanes to all drivers with a graduated toll designed to keep the lane moving at a minimum 50-mile per hour speed. The tolls would vary by time of day and congestion levels. Tolls would be highest for solo drivers and gradually lower for 3-plus and 2-plus occupancy vehicles. Buses and van pools would be free. Toll revenues would be used for improvements along that same corridor. These improvements could include, for example, additional transit facilities and service, subsidies for van pools, advanced signal timing, and arterial capacity improvements. Prior to opening any pilot project, Metro in conjunction with affected transportation agencies would prepare a detailed implementation plan with extensive outreach to local jurisdictions and communities. This implementation plan would assess how the facility could be designed and implemented in such a way that it provided travel time and mobility benefits to users without adversely impacting adjacent freeway lanes and arterials. NEX STEPS

Upon approval ofthe recommendations above, we wil continue working with our major stakeholders to formulate a set of strategies that could be integrated into a comprehensive proposal for Los Angeles County under both the USDOT and the CTC applications.

Prepared by: Ashad Hamideh, Ph.D., Transportation Planning Manager Regional Program Management

Attachments: A. Travel Speed Comparison Chart B. Speed Comparison Table C. HOV Lane Peak Hour Volume Chart D. Current HOV Volumes Chart E. Travel Time Data (HOV Lane Time Savings) Chart F. LA County HOV System Status Map

\. Angd Coty Congeon.R.udon Detio 11Uti Pmpo 5 ¡7 Caro Inge Chief~~~ Planning Offcer R;~' Chief Executive Offcer

Lo An County Congeon-Wucon Deonation hiiiative Propo 6

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ATTACHMENT 8

Harbor Transitway Extension Transportation Systems Management Improvements Scope of Work ATTACHMENT B

HARBOR TRANSITWAY EXTENSION -TRANSPORTATION SYSTEM MANAGEMENT (TSM) IMPROVEMENTS

SECTION I: SCOPE OF WORK

PROJECT DESCRIPTION:

The Harbor Transitway Extension - Transportation System Management (TSM) Improvements Project is a result of the Harbor Transitway Extension Study. This project, which is partially funded, will improve the connection between the Harbor Transitway Arterial HOV lane, current terminus at Adams Boulevard, and the EI Monte Busway, current terminus at Alameda Street north of Arcadia Street, utilzing the existing street system in Downtown Los Angeles and providing bus priority treatments. This project provides low capital-cost solutions to improve the movement of commuter buses into Downtown Los Angeles, and it will enhance transit experiences by implementing a variety of transit improvements and streetscape elements for the benefi of transit patrons and pedestrians. Physical improvements will include the following:

1, Peak-Hour Bus Lane - Designate peak-hour, concurrent-flow bus-only lanes along major bus corridors. Modify and refurbish striping and pavement markings and overhead signage as necessary. Potential routes include:

. Westbound 5th Street between Main Street and Flower Street. . Eastbound 6th Street between Flower Street and Main Street. . Flower Street between 3rd Street and Olympic Boulevard,

Final route selection is subject to approval by the City Council and Mayor of the City of Los Angeles,

2, Left Turn Phasing - Implement left-turn phasing for selected bus transit routes as necessary and where appropriate to minimize travel time delays. Left-turn locations will be coordinated with Metro to ensure system operations effciency. Upgrade traffc signal equipment for left turn phasing at up to 5 locations, Currently proposed locations for possible implementation include:

. Westbound left-turn 1 st Street at Broadway . Southbound left-turn North Broadway at Cesar E Chavez Avenue . Westbound left-turn yth Street at Flower Street . Other locations to be determined,

3. Pedestrian Signal Upgrades - Install count-down pedestrian signal heads at up to 25 pedestrian crosswalk locations at or near bus stops, along both 5th and 6th Streets and including other locations such as North Broadway & Caesar Chavez Avenue and North Spring Street & Caesar

Chavez Avenue, Additional locations will be determined, if necessary.

4. Bus Stop Security Lighting - Install security lighting where needed at up to 10 major stops along the transit corridors between the Harbor Transitway and EI Monte Busway to improve public safety for bus riders and pedestrians, Improved lighting wil focus on bus stops along the 5th and 6th Streets corridors,

5. Street Improvements - To alleviate traffc congestion delays caused by double-stacking of buses at major transit route intersections, construct wider curb lanes where feasible throughout the project limits, such as on the west side of Spring Street between Temple Street and Aliso Street and on the south side of 1st Street between Broadway and Hil Street. Improve the island in the southeast corner of Main Street and 3rd Street through streetscape measures to make it more transit friendly. Also, improve/reconstruct up to 5,000 linear feet of curb and gutter and up to 50,000 square feet of sidewalks along major transit routes.

6. Signal Timing & Operational Improvements - In consultation with Metro

staff, optimize existing signal timing at key locations for enhanced transit operations, such as intersections of Flower/yth Street and Figueroa Street! 71h Street.

7. ATSAC Cameras -Install ATSAC cameras at up to 5 critical monitoring locations to monitor transit flow, as needed,

8. Bus Stops/Stations - Relocate/redistribute and install new bus stops/stations where feasible throughout the project limits, such as at Main Street between 1st Street and 2nd Street, 1st Street between Broadway and Hil Street and Spring Street between Temple Street and Aliso Street.

MAJOR OBJECTIVES:

. Improve transit accessibility to major activity centers in Downtown Los Angeles, including but not limited to, the Convention Center, Financial District, Metro Stations, Jewelry District and Civic Center. -

. Improve mobility through the congested downtown transit corridors.

PROJECT LOCATION: The project wil provide a transit-friendly connection between the Harbor Freeway Transitway and the EI Monte Busway by making transit improvements along several corridors within the Downtown area. Based on preliminary studies, the proposed transit improvements including dedicated bus lanes (where feasible) wil include the corridors of Spring, Main, 1st. 5th and 6th Streets and adjacent transit locations in the Downtown area

PROJECT COST: The estimated cbst of this project is $6 milion with a funding shortall of $1 milion.

PRIMARY PROJECT COMPONENTS:

. Coordination with Metro Bus Operations and Planning staff and other affected tra ns it ope raters · Continued input from public and stakeholders . Preparation of Preliminary Engineering Design and Final PS&E . Prioritization of construction / implementation phases . Construction of street improvements including bus stop stations, bus stop enhancements, streetscape elements and pedestrian amenities . Installation and modification of signing, striping and traffc signals · Operation and monitoring of project elements , ,

ATTACHMENT C

Downtown Intelligent Parking Management Program Scope of Work ATTACHMENT C Downtown Intellgent Parking Management Program Congestion Relief through Intelligent Parking Management

Introduction On-street parking in Downtown Los Angeles is currently in high demand and is under priced. Currently, parking rates in off-street facilities are up to ten times more than those for higher-value on-street spaces, resulting in a compellng motivation for motorists to "cruise" for available on-street parking. Many studies have shown that these parking "cruisers" account for about 30 percent of traffc in business districts, each spending an average of eight minutes searching for bargain parking, wasting gas, and polluting the environment.

Demand-based pricing for convenient on-street parking encourages motorists to better utilize their stay at the curb, improving turnover and generating available parking spaces on each block. New sensor technology deployed in these on-street spaces can help direct motorists to available parking through web- enabled devices, in-vehicle navigation systems, and/or on-street electronic message signs. New parking meter technology can provide additional payment options, including credit card, smart card, and cell phone, to help motorists pay the newly-adjusted rates for their parking, Providing convenient, easy-to-find, easy-to-pay on-street parking will eliminate cruising and provide much-needed relief from traffc congestion and vehicle emissions.

With on-street parking prices based on demand, some motorists will find it financially advantageous to park off-street and walk to their destination. Others, finding parking more expensive, wil reconsider driving into Downtown alone, anâ wil opt to carpool, bike, or take public transportation, thus reducing the traffc demand on our street and freeway systems and reducing pollution released into our environment.

Proiect Area The proposed project area, shown in Figure 1, encompasses nearly the entire Downtown area and is bounded by the 10 Freeway on the south, the 110 Freeway on the northwest and Alameda/North Spring Streets on the east. This area includes approximately 5,700 on-street metered spaces in the following five Parking Meter Zones (PMZs): . Cenirai Business . Chinatown . Civic Center . East Downtown . Little Tokyo

Page 1 of 3 Congestion Relief through Intellgent Parking Management

The project area includes approximately 15% of all the on- street metered parking in the City of Los Angeles, which also reflects a very high demand parking area of the city. Parking meter rates currently range from $0,50 to $2.00 per hour and are typically in effect from 8:00 AM to 6:00 PM Monday through Saturday, Demand for parking in many areas extends well into the evening hours, including shopping, special event, and entertainment areas, zo In addition to on-street parking, "o LADOT also operates three public '" parking facilities in the Civic Center ~ area totaling 700 spaces. Other departments of the City of Los Angeles operate an additional 3,000 spaces for public parking in the Downtown area, including the Civic Center, EI Pueblo, and Pershing Square, The Los Angeles Convention Center operates another 5,000 spaces within the project area, for a grand total of nearly 9,000 City-owned off- street parking spaces in the Downtown project area,

Proiect Descriotion The Congestion Relief through Intelligent Parking Management (IPM) program is proposed as a comprehensive strategy to relieve traffc congestion, improve parking availabilty, and reduce traffc demand in the Downtown Los Angeles Area through the implementation of demand-based pricing and operational policies for on-street parking. To support the new parking pricing and policies, new parking technology wil be deployed to provide motorists alternative payment options and real-time parking availability information.

Wireless parking sensors in every on-street metered parking space will provide ihe foundaiion for deiermining ihe demand-based parking prices and operationai policies, The extensive data provided by these sensors wil allow LADOT to analyze and thoroughly understand the demand for parking throughout the day for each block, Staff will use criteria such as the percent of spaces occupied on each block and the length of stay for vehicles in these spaces to adjust parking meter rates, time limits, and hours of operation, These parameters will be established with a goal of achieving approximately 85 percent of the spaces on

Page 2 of 3 Congestion Relief through Intellgent Parking Management each block occupied at any given time. After each adjustment is made, staff wil analyze the parking sensor data to evaluate the resulting effects on parking behavior and implement further refinements until optimal pricing and policies are achieved.

As part of the IPM Program, new parking meter technology .wil be deployed for all 8,000 on-street metered parking spaces in the project area at an estimated cost of $8 millon, These new parking meters wil be capable of charging motorists demand-based parking rates depending on the time of day. They will also provide alternative payment options, allowing motorists to pay for parking using their credit card, smart card or cell phone, and even receive a text message when their paid parking time is about to expire.

The other major component of the program is an estimated $7 million Parking Information System, which wil provide real-time parking information to the public, This system includes the on-street parking sensors described above, as well as occupancy reporting systems that wil be installed in all of the City- owned off-street parking facilities, From these sources, real-time parking information, including the location, price, and policies of available on- and off-street parking, wil be provided to the public through the following methods: · web-enabled personal devices, such as cell phones and PDAs . real-time availability information through the internet . 20 on-street electronic message signs installed strategically throughout the Downtown area . in-vehicle navigation systems

This real-time information from nearly 17,000 on- and off-street parking spaces will aid motorists in better understanding their parking options and will allow them to choose the appropriate available parking that meets their needs, thus eliminating the need to "cruise" for parking.

The IPM Program, at an estimated cost of $15 millon, is expected to significantly reduce traffc congestion in the project area and hence eliminate the estimated 30 percent of traffc that is cruising for parking, while improving parking availability, reducing air pollution, and encouraging carpooling and public transportation to Downtown Los Angeles,

Page 3 of 3 ,

ATTACHMENT D

DOWNTOWN TRANSIT SYSTEM ENHANCEMENT (DASH AND COMMUTER EXPRESS) "

ATTACHMENT D Downtown Los Angeles Transit Service Enhancements

This proposed project wil provide real-time bus location and arrival information for passengers and system managers of two of LADOT's largest fixed route transit programs, the Downtown DASH and.Commuter Express programs. Combined these programs provided over 10 million passenger trips last year. Specifically, within the Downtown Los Angeles area, approximately 30,000 daily passenger trips are provided, This project wil provide enhancements to both programs, which wil allow the Department to monitor the location and schedule adherence of both programs, For the passengers of these two services, they wil be able to obtain next bus arrival information from personal electronic devices, such as cell phones, lap top computers, Personal Data Assistant's (PDA's), etc. In addition, LED displays will be placed at key bus stop locations in the Downtown providing passenger bus arrival information. This project wil take advantage of LADOT's existing Automated Traffc Surveillance and Control (ATSAC) traffc signal program by connecting with the ATSAC computer network to identify the location of buses and would upgrade the signal equipment at any intersections not currently in the network. The project will also leverage the Transit Priority Signal (TPS) program developed jointly by LADOT for the Los Angeles County Metropolitan Transportation Authority's (Metro) Bus program, which will provide "next-bus" arrival information and wil allow for preferential signal priority treatments to enhance the overall transit services in areas not currently served, As a result, signal priority wil be given to these services at critical intersections throughout the Downtown area. For areas outside of Downtown Los Angeles served by the Commuter Express program, Global Positioning Satellte (GPS) technology wil be installed to provide digital communication systems. This will allow passengers and systems managers to collect location/schedule information throughout each Commuter Express route, in addition to the portions within Downtown,

Downtown DASH System

The Downtown DASH, which stands for "Downtown Area Short Hop", began in 1985 with a single route traveling through the Downtown, Today, there are six weekday routes and three weekend routes, operating with a fleet of 63 alternatively fueled vehicles, The DASH program is the major feeder and distributor service to all transit service providers, including bus and raiL. In addition, DASH travels to all major points of interest in the Downtown area including the civic center, Union Station, financial district, fashion district, Chinatown, Little Tokyo, the Federal Court House, Los Angeles County Court House, and Pershing Square, The service operates Monday through Friday from 6:30 am until 6:30 pm and on weekends from 6:00 am until 5:00 pm.

This scope of the proposed project for the Downtown DASH program includes design, equipment purchase, softare engineering, installation of equipment at approximately 200 traffc intersections throughout the Downtown area, and installation of equipment on approximately 60 buses. Also included is the integration of this project into the existing TPS and ATSAC systems. All seven DASH routes (weekday and weekend) will be incorporated into this project. An additional benefi for riders of both DASH and Commuter Express is that it will allow for improved transfer between the DASH fleet and the Commuter Express fleet.

Commuter Express System The Commuter Express program began in 1987 with one route that carried passengers between the San Fernando Valley and Downtown Los Angeles, This peak period only service was designed to encourage Los Angeles residents to leave their automobiles and ride public transit between various communities and major work destination points, Today the program has 16 routes and carried over 2 million passengers last year. The program carries passengers from over 30 communities throughout Los Angeles County to major employment destinations, the majority of the routes (10) coming into Downtown Los Angeles, This scope of the proposed project for the Commuter Express program includes design, equipment purchase, softare engineering, installation of equipment at shared DASH traffc intersections in the Downtown area, and installation of equipment on approximately 100 buses, Also included in the project is the integration into the TPS and ATSAC systems. In order to communicate location/schedule information to the communities outside of the Downtown area, the proposed project also includes the purchase and installation of a digital communication system with Global Positioning Satellte (GPS) technology,

Proposed Project Costs The proposed costs of this project are as follows:

Downtown DASH System Enhancements $12 millon Commuter Express $2 million

Total Project Cost $14 milion