Metro Orange Line (LACMTA)

Metro Orange Line (LACMTA)

Infobox rail line
name = color box|#LACMTA color|Orange Metro Orange Line



image_width = 200px
caption = A Metro Liner with a bicycle rack at North Hollywood Station.
type = Transitway
system = Metro Liner
status =
locale = Los Angeles, California
start = North Hollywood
end = Warner Center
stations = 14
routes = 901
ridership = 26,596 [http://metro.net/news_info/press/metro_122.htm]
open = October 29, 2005
close =
owner =
operator = Los Angeles County Metropolitan Transportation Authority (LACMTA)
character =
stock = North American Bus Industries 60-BRT and 65-BRT
linelength = 14 mi (22.5 km)
tracklength =
notrack =
gauge =
el =
speed =
elevation =

The Metro Orange Line is a dedicated transitway operated by the Los Angeles County Metropolitan Transportation Authority which began its operation on October 29, 2005. It travels fourteen miles between Warner Center and the North Hollywood Metro Red Line subway station in the San Fernando Valley.

The Orange Line is designed with characteristics similar to an urban light rail system such as a dedicated right-of-way, more broadly dispersed stations approximately one mile apart, platform ticket machines for faster boarding, public art, park-and-ride lots, and other amenities.

Because of its many differences from a standard bus service, the authority has branded the transitway as part of the region's network of light and heavy rail lines. It appears on the Metro Rail System Map. Orange Line vehicles, called Metro Liners, are painted in the silver and gray color scheme of Metro Rail vehicles. Likewise, it is the authority's only bus line that has been marketed with a color designation rather than its line number (901).

The transitway's color name, the Orange Line, refers to the many citrus trees that once blanketed the San Fernando Valley. The name was adopted in January 2004 by the Board of Directors. In the planning stages the transitway was known as the San Fernando Valley East-West Transitway, and later the Metro Rapidway.

The Orange Line has two other official names: the E Line Fact|date=June 2007 and Line 901. These are rarely used by residents, but occasionally appear on documents.

History

The majority of the Orange Line is built on part of the former Southern Pacific Railroad Burbank Branch right-of-way. This had passenger service from 1904 to 1920, with stations at several locations including North Hollywood and Van Nuys. It had Pacific Electric Red Car service from North Hollywood to Van Nuys again from 1938 to 1952. [http://www.geocities.com/Heartland/Ranch/1916/buk.br.hist.html]

The right of way was purchased by the Los Angeles County Transportation Commission (now Metropolitan Transportation Authority) in 1991 along with several other rail road right of ways across the Southland for future use in transportation projects.

The California Legislature passed a law in 1991 introduced by Alan Robbins which prohibited the use of the corridor for any form of rail transit other than a "deep bore subway located at least 25 feet below ground" [http://transit-insider.org/master.html?http://transit-insider.org/chandler/page2.htm] . Latter Los Angeles County passed Proposition A in 1998, promoted by supervisor Zev Yaroslavsky, which prohibited Metro from using its county sales tax funding to build subways anywhere in the county. [http://transit-insider.org/master.html?http://transit-insider.org/chandler/page2.htm]

With subway and light rail now off the table the only option left to develop the transit corridor was to build a busway. Metro did so in 2005. $44.8 million dollars of Proposition 108 money,(the Passenger Rail and Clean Air Bond Act of 1990) was used for the purchase of the Right of Way. Because this voter approved bond specifically states that this money is to be used for rail infrastructure and operation the California Transportation Commission is entitled to repayment of said funds in current dollars unless the Orange Line is converted to rail within ten years of completion of the busway which would be 2015. [http://transit-insider.org/master.html?http://transit-insider.org/chandler/page2.htm] ,

Construction delays

During construction the contractor experienced several delays. There was a dead body found tucked in a barrel along the alignment and toxic soil had to be removed.

Twenty-two months after construction began, on July 19, 2004, the California Court of Appeals ordered the temporary halt to construction activity on the Orange Line. This action was the result of a successful appeal by a citizens' group known as C.O.S.T (Citizens organized for Smart Transit), which claimed a network of Rapid Lines should have been studied as a possible alternative to the Metro Orange Line. The 30-day shutdown cost $70,000 per day.

On October 22, Metro issued a Revised Final Environmental Impact Report (RFEIR) that concluded that the Metro Orange Line was superior to each of three Rapid Bus Alternatives studied in the revised report. The RFEIR studied:

#Three East-West Rapid Bus Routes Alternative (Sherman Way, Vanowen Street and Victory Boulevard)
#Five East-West Rapid Bus Routes Alternative (Sherman Way, Victory Boulevard, Oxnard Street, Burbank Boulevard, and Chandler Boulevard)
#Rapid Bus Network Alternative (as submitted by Citizens Organized for Smart Transit, this network of nine Rapid Bus routes would consist of three east-west routes and six north-south routes)

The revised FEIR examined the environmental impacts, costs and benefits of each Rapid Bus alternative and concluded:

#The Metro Orange Line would attract substantially more new riders than any Rapid Bus alternatives.
#The Metro Orange Line would result in the greatest system-wide travel time savings.
#The Metro Orange Line would maintain the most consistent travel time, which would not be compromised over time as the result of increasing traffic congestion.
#The Rapid Bus alternatives would all have lower capital costs than the Metro Orange Line because of their minimal construction requirements. However, because the Rapid Bus alternatives would attract fewer new riders than the Metro Orange Line, the Rapid Bus alternatives exhibit poor cost-effectiveness measured on a per-new-rider basis.
#The exclusive transitway operation of the Metro Orange Line has distinct land use benefits that would encourage transit-oriented development at/around stations and is consistent with adopted local planning documents.
#Operating costs for the Rapid Bus Network Alternative would be up to $10 million more each year than the cost to operate the Metro Orange Line

Operations

Parking lots

The large North Hollywood parking lot is completely filled by early mornings by inward-bound Red Line users. Parking lots at various Orange Line stops along the route will provide more passenger traffic for both Orange and Red Metro lines. This will also take many cars off the freeways and surface streets. At present, the parking lots along the Orange line are being utilized at below 10% capacity.Fact|date=August 2008 There is no signage on most busy arteries directing car-using, potential Orange/Red Line customers to the huge free parking lots. However, studies show that an increasing number of Simi Valley, Northridge, and Sylmar auto commuters are beginning to use these parking lots. If a reduction of Freeway and cross-valley arterial auto traffic results from using the parking lots, a major public convenience will be achieved.

Vehicles

The large buses, which have been dubbed "Metro Liners" by the LACMTA, are twenty feet longer than the standard forty-foot bus, which enables them to carry up to 57 passengers, which is about 50% more passengers. The buses are articulated in the center due to this longer length. They have three doors for faster boarding and alighting. Like most other Los Angeles Metro buses, the Metro Liners are made by North American Bus Industries and are fueled by compressed natural gas.Fact|date=June 2007 Vehicles have no fareboxes because the Metro Orange Line operates on a proof-of-payment system, like the Metro Rail network.

Ridership

Ridership has continued to increase since the Orange Line's first full month of operation in November 2005. Metro reported 548,111 boardings for June 2006, 652,875 for June 2007, and 679,578 for June 2008. [http://www.metro.net/news_info/ridership_avg.htm "Ridership Statistics"] Metro.net] This is an increase of 24% in two years. Metro's newer Gold Line (light rail) saw a 47% increase in boardings, while boardings on Metro's older, established light rail lines had modest increases over the same period.

The line's 26,596 average weekday boardings in June 2008 set an all time record. [ [http://metro.net/news_info/press/metro_122.htm "Metro Rail, Metro Orange Line Set New Ridership Records as Commuters Balk at Paying High Gas Prices"] , LA County Metro] The loading factor has continued to grow such that, in many peak periods, coaches depart the North Hollywood station completely full with little standing room for riders wanting to board at points west. Studies of its use suggest that most riders are long haul and in fact travel east to or travel west from the Red Line subway service. This "extension" effect of Red Line service is more "traffic productive" than the more typical boarding and dropping off of a passenger along the bus line.

Creating better service, with higher frequency or longer coaches on the Orange Line, will further stimulate traffic on the subway.

Collisions

During the first few months of operations on the Orange Line, there were several collisions, approximately one per week. In each case, the driver of the vehicle other than the MetroLiner was determined to be at fault. There were several injuries but no fatalities. The collision issue is reminiscent of a similar issue with the Blue Line, which currently has the highest fatality rate in North America. [cite news|last=Wells|first=John V|title=TRAIN WHISTLE AT RAIL GRADE CROSSINGS|work=Congressional Testimony|date=July 18, 2000|accessdate=2006-11-08|language=English] Like the Orange Line, this is because most of the line runs at grade and is thus open to driver mistakes.

The LACMTA has noted that the Orange Line had about the same accident rate as other bus lines in the city on a per-mile basis, [http://www.chron.com/disp/story.mpl/front/3547699.html] Liu, Caitlin. [http://pqasb.pqarchiver.com/latimes/access/938332601.html?dids=938332601:938332601&FMT=ABS&FMTS=ABS:FT&type=current&date=Dec+8%2C+2005&author=Caitlin+Liu&pub=Los+Angeles+Times&edition=&startpage=B.3&desc=Six+Hurt+in+Latest+Orange+Line+Crash "Six Hurt in Latest Orange Line Crash"] . Los Angeles Times.December 8, 2005.] and has stated more recently that the line's accident rate is "less than half" of the MTA's entire fleet of buses. [http://www.latimes.com/news/local/valley/la-me-bus24oct24,1,7924243.story?coll=la-editions-valley LA Times – Orange Line bus crash hurts 17] ]

Some residents have protested aspects of the Orange Line, saying that the buses should have been painted orange to be more noticeable (instead of the silver scheme they currently have). Others have concerns that the transitway does not employ railroad crossing-style arms or lights (or grade separations) to prevent motorists from crossing that roadway while a bus approaches, relying instead on traffic lights and warning signs. Perhaps more importantly is people observing traffic signals and stopping at red lights, as red-light runners have caused most of the accidents.

On October 27, 2005, two days before the line's official opening, a motorist driving with a suspended license ran a red light and collided with an eastbound bus at Vesper Avenue. There were no injuries. [Liu, Caitlin. [http://pqasb.pqarchiver.com/latimes/access/917884311.html?dids=917884311:917884311&FMT=ABS&FMTS=ABS:FT&type=current&date=Oct+28%2C+2005&author=Caitlin+Liu&pub=Los+Angeles+Times&edition=&startpage=B.3&desc=Car+Hits+Bus+on+Transitway+Test+Run%2C+Raising+Concerns+for+Safety "Car Hits Bus on Transitway Test Run, Raising Concerns for Safety"] . Los Angeles Times. October 28, 2005.]

Two collisions involving Orange Line buses occurred on November 2, 2005:

* A 65-year-old female driver illegally made a right turn against a red light and struck an Orange Line bus near the crossing at Corbin Avenuehttp://www.latimes.com/media/graphic/2005-12/20765161.gif] in Reseda, at about 11:15 a.m.. A fare inspector on the bus was taken to a hospital for minor injuries.

* At about 2:00 p.m., at the crossing near Woodman Avenue and Oxnard Street [http://cbs2.com/topstories/local_story_306174843.html] in Valley Glen, a 78-year old woman driving a Toyota Camry ran a red light and slammed into Metro Liner 9218 that had nearly cleared the intersection. The Camry spun around and hit the bus a second time and the airbags were deployed. Officials say that 37 people were aboard the bus, and at least 15 passengers were injured; the driver of the Camry was critically injured. A witness said that the driver was talking on her cell phone at the time of the accident. This accident remains the most serious accident on the Line to date.

After the second accident, the MTA issued a "slow order" for every driver of every Orange Line bus; until further notice, all buses had to slow down to 10 miles per hour (15 km/h) while going through every intersection along the transitway, as opposed to the 25-30 mph (40-50 km/h) speed limit originally put on line intersections. [Liu, Caitlin and Amanda Covarrubias. [http://pqasb.pqarchiver.com/latimes/access/921646751.html?dids=921646751:921646751&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+4%2C+2005&author=Caitlin+Liu+and+Amanda+Covarrubias&pub=Los+Angeles+Times&edition=&startpage=B.1&desc=Orange+Line+Model+Beset+by+Crashes "Orange Line Model Beset by Crashes"] . Los Angeles Times. November 4, 2005.] MTA officials pledged that they would review any and all ideas to improve safety on the line and report back to the public in a timely manner. They also installed white strobe lights on the sides of the buses to improve visibility. [Liu, Caitlin. [http://pqasb.pqarchiver.com/latimes/access/928198911.html?dids=928198911:928198911&FMT=ABS&FMTS=ABS:FT&type=current&date=Nov+18%2C+2005&author=Caitlin+Liu&pub=Los+Angeles+Times&edition=&startpage=B.3&desc=Orange+Line+Buses+May+Get+Strobe+Light+Signals "Orange Line Buses May Get Strobe Light Signals"] . Los Angeles Times. November 18, 2005.] The Orange Line continued operations.

In December 2005, MTA called for the installation of red-light cameras at many of the Orange Line's intersections. [Liu, Caitlin. [http://pqasb.pqarchiver.com/latimes/access/941675721.html?dids=941675721:941675721&FMT=ABS&FMTS=ABS:FT&type=current&date=Dec+15%2C+2005&author=Caitlin+Liu&pub=Los+Angeles+Times&edition=&startpage=B.6&desc=After+Crashes%2C+Red-Light+Cameras+to+Be+Installed+at+12+Orange+Line+Crossings "After Crashes, Red-Light Cameras to Be Installed at 12 Orange Line Crossings"] . Los Angeles Times. Dec 15, 2005. B1.] As of May 2006, installation is still continuing, [ [http://metro.net/news_info/2006/metro_107.htm "New Metro Orange Line Presentation Distributed to More Than 30,000 San Fernando Valley Residents"] . June 22, 2006. Metro.net.] and the cameras are supposed to be operational by August 2006.

Future expansion

On September 28, 2006, the LACMTA board approved a plan to extend the Orange Line to the district of Chatsworth, terminating at the Chatsworth Metrolink station. The expansion will cost $135 Million and should be completed in 2012. [Guccione, Jean. [http://pqasb.pqarchiver.com/latimes/access/1137183541.html?dids=1137183541:1137183541&FMT=ABS&FMTS=ABS:FT&type=current&date=Sep+29%2C+2006&author=Jean+Guccione&pub=Los+Angeles+Times&edition=&startpage=B.1&desc=MTA+Will+Run+Orange+Line+Out+to+Chatsworth "MTA to Run Orange Line Busway to Chatsworth"] . Los Angeles Times. September 29, 2006. B1.] [ [http://www.latimes.com/media/graphic/2006-09/25638217.gifextension diagram] ] This continues to follow the Burbank Branch railroad right-of-way.

Another possible extension of the Orange Line proposed by transit advocates, including members of The Transit Coalition, [http://thetransitcoalition.us] is an extension from North Hollywood station to Bob Hope Airport in Burbank, which would approximately go north on Vineland Avenue and east on Vanowen Street to the airport, to connect with the Metrolink station.

In January 2007, Metro began testing a new, longer 65-foot bus on the Orange Line for a test during the summer as a way of expanding capacity on the line. The agency had to receive a special waiver from Caltrans to operate the bus for testing purposes, since current state law only allows the operation of buses 60 feet or shorter. [Doyle, Sue. [http://www.thefreelibrary.com/BIGGER+BUSES+TO+HIT+THE+ORANGE+LINE+SIXTY-FIVE-FOOT-LONG+VEHICLES+TO...-a0158447905 "Bigger buses to hit the Orange Line"] . The Daily News. January 26 2007.] 65 foot buses have a seating capacity of 66 passengers and can accommodate 100 passengers. [Rong-Gong Lin [http://www.latimes.com/news/local/la-me-buses25aug25,1,3308965.story?coll=la-headlines-california&ctrack=5&cset=true MTA super-sizes bus service] Los Angeles Times. August 25, 2007] Officials have also looked into possibly using 80-foot buses for future expansion.

When purchased in 1991, the MTA originally considered the route for use as either light rail or a Red Line extension, and both of these ideas have been floated repeatedly by critics (see below). A rail route would allow longer vehicles, higher speed limits, and greater frequency.

Criticism

Many people have criticized the LACMTA for removing railroad tracks that were already in place for a significant length of the Orange Line's route, tracks which could have been revitalized and used as part of a true light rail system, which tends to draw a significant number of commuters as opposed to buses.Fact|date=August 2008 In addition, the Orange Line crosses intersections with few safety features (see below), and in many places, uses the same roads as cars, which further dissuades would-be commuters from using the line, as they would be subjected to the same gridlock that they're facing while driving. This has earned the Orange Line the informal nickname of "Orange Lie" by some.

Conversion

Critics point out the possibility of converting the Orange Line to a light rail system. The conversion would be relatively cheap -- former mayor Richard Riordan described it as the "least expensive rail alternative" of the lines under consideration [http://transit-insider.org/master.html?http://transit-insider.org/chandler/page2.htm] -- but faces huge legal and political challenges (described above under History). The MTA is currently prohibited by law from converting it to any form of rail other than a deep-bore subway, and also prohibited from spending its sales-tax funding on deep-bore subways.

There has been strong criticism of the Orange Line from opponents citing collisions as an unacceptable risk, although there have been no fatalities, unlike Metro's light rail lines. A rail line would have crossing gates.

There is also concern that the Orange Line will soon reach its engineered capacity. [http://www.thetransitcoalition.us/newspdf/dn20060610a.pdf] During peak hours, the signaling system is designed to balance the Orange Line buses with vehicle cross traffic. Adding more buses would either cause bus bunching or shorter green times at cross streets. The other alternative would be purchasing bi-articulated (80 foot long) buses as long as the state law can be changed or another exemption can be had from CalTrans to allow them. Buses longer than 80 feet do not exist, so any further capacity increases would require conversion to rail.

Meanwhile, the transitway is wearing out faster than expected. On December 12, 2006, Metro closed the transitway between Tujunga Avenue in North Hollywood and Fulton Avenue in Valley Glen (at the Valley College station) to repave the transitway surface that is "showing signs of wear." [ [http://metro.net/news_info/2006/metro_214.htm "Metro Orange Line to Undergo Pavement Repairs Beginning Tuesday, Dec. 12"] . Metro.net. December 8, 2006.] The closure was expected to last approximately two weeks to rebuild the busway's crumbling pavement. Buses were to be detoured onto surface streets during the closure. No similar problems have occurred with the track on Metro's rail lines, which cannot be detoured.

Beginning early October 2008, Metro once again began repaving portions of the transitway to repair wear on some segments of asphalt and upgrade the pavement to accommodate future traffic growth. Repair work that is expected to take approximately eight to 10 weeks to complete.

Additionally, there is a call for an expansion of the system to the Chatsworth Metrolink station via Canoga Ave.

List of stations, from east to west

Gallery

References

* [http://www.latimes.com/news/local/la-me-orange3nov03,0,5578657.story?coll=la-home-headlines Orange Line bus Collides With Car] by Amanda Covarrubias and Megan Garvey, Los Angeles Times, November 2, 2005, retrieved November 2, 2005

External links

* [http://www.metro.net/projects_programs/orangeline/images/ol_interactive.htm Orange Line official web site]
* [http://www.metro.net/images/901.pdf Orange Line schedule]
* [http://www.transit-insider.org/orangeline/stations.htm Orange Line history]
* [http://www.lightrailnow.org/features/f_brt008.htm A Bus by Any Other Name Is Still ... a Train?] - the problems of designing buses to resemble light rail trains. Mentions the problem of calling the "San Fernando Valley Busway" the "Metro Orange Line."


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