|
CHAPTER VIII. MONITORING & EVALUATION
|
|
|
|
Progress toward attainment of Transportation Element goals and objectives,
as well as the performance of the Citywide transportation system
described in this element, must be monitored and evaluated on a regular
basis. Regional plans, such as the Regional Transportation Plan and the
Air Quality Management Plan, include monitoring and reporting
requirements for the City, as does the County Congestion Management
Program. The following Transportation Element monitoring and evaluation
program utilizes measures commonly used by federal, state, and regional
agencies. It responds to requirements of regional transportation and
air quality mandates.
|
|
A. Programmatic Evaluation
|
|
As part of the General Plan Framework Monitoring Program, progress
regarding Transportation Element Implementation Programs
(Chapter VII.A)shall be reported, as
described in Implementation Programs P31 and
P32.
|
B. AQMP Compliance Evaluation
 top
|
|
In 1994, the South Coast Air Quality Management District (SCAQMD)
adopted a revised Air Quality Management Plan (AQMP) for the region; this
was further revised in November, 1996. Any required Transportation
Control Measures (TCMs) in the 1997 AQMP are included as programs and
projects in the Transportation Element. A significant change in the 1994
AQMP was the transfer of monitoring responsibility from SCAQMD to SCAG.
Local governments and regional agencies were made responsible for
monitoring their actions and reporting the data to SCAG for inclusion in
the annual report.
|
|
It was also recommended that the monitoring of each indicator take place
at the transportation corridor level, Regional Statistical Area (RSA)
level, county level, and city level as appropriate, in addition to the
analysis done at the regional level. These requirements are consistent
with evaluation methodology of this Transportation Element. The City will
prepare compliance reports in the SCAG required format.
|
|
The repeal of SCAQMD Regulation XV (employer-based ridesharing) makes it
difficult for the City to obtain and compile rideshare information.
Collecting the rideshare performance information separate from regional
and county agencies is a costly exercise for the City. Rideshare
reporting is better left with the regional and county agencies who can
collect the information in conjunction with other funded programs such as
Origin and Destination surveys. Although not included in the
Transportation Element evaluation, an air quality impact assessment was
already prepared in the Citywide General Plan Framework Environmental
Impact Report.
|
|
C. Citywide Transportation System Performance Evaluation
top
|
|
Pursuant to Policy 7.1 (See
Chapter IV
of the this element for details.), bi-annual statistics shall be
reported on the following indicators for evaluation of system performance:
|
| |
Accessibility- This indicator, similar to one utilized in the
General Plan Framework, measures the accessibility of the population
relative to employment opportunities. This measure is presented in 20
minute increments (from 20, 40 and 60) and is summarized by community
plan area (See
Table 16).
This indicator measures the accessibility of jobs relative to the
location of population. The question it answers is "How many employment
opportunities can an individual from any CPA get to in 20, 40 and 60
minutes?" This measure calculates the average number of jobs that can be
reached by any resident of the CPA that ranges from 0 to 20 minutes, more
than 20 to 40 minutes; and over 40 to 60 minutes. The calculation is
prepared based on a work-to-home commute time. This is based on the PM
Peak period which represents the worst commute condition. The calculation
is prepared by identifying each zone that can be reached by the given
time sheds. Once the zones are identified, the destination data
(employment) is multiplied by the origin data (population) and divided by
the origin data (population). The result gives the total number of jobs
accessible by the population for each zone. All the zones for each
individual CPA are then totaled and divided by the total population
residing in the community. The quotient is the average number of jobs
that can be accessed by a resident from the community. The average is
calculated for the 20, 40 and 60 minute commute sheds for each community
plan area. The resulting data represents the employment zones that can be
accessed by a resident of a given community for each increment of commute
time during the worst commute condition.
|
| |
The accessibility indicator shall be calculated using the Citywide Travel
Demand Model described in
Chapter II of this element. The socio-economic
data shall be based on the population and employment estimates for the
current evaluation year or the latest available data from SCAG or
Department of City Planning. This indicator shall be calculated only on
vehicle trips. The most current validated LADOT Citywide Travel Demand
Model shall be used in updating this statistic. A full model scenario
shall be prepared which includes trip generation, trip distribution,
trip, vehicle trip estimation or modal split and trip assignment. The
network that will be used shall be the representation of the evaluation
year freeway and arterial existing network.
|
| |
The analysis will be calculated on a planning analysis zone basis
aggregated to the Community Plan Area. All Community Planning Areas will
have summaries for the 20-minute, 40-minute, and 60-minute commute
increments for the PM Peak period. The analysis shall be jointly prepared
by the Departments of Transportation and Planning.
|
| |
Vehicle Miles Traveled (VMT)/Vehicle Hours Traveled (VHT)-
These evaluation measures calculate the total vehicle miles traveled and
the total vehicle hours traveled. VMT is a measurement of the total miles
traveled by all vehicles in the specified area for a specified time. VHT
is the total vehicle hours expended traveling on the network in the area
for a specified time period. These measures calculate the total auto
travel distances and auto travel hours by adding all individual trips,
from each origin to each destination, and are used as measures of system
use. A shorter average commute distance with longer average commute time
may indicate closer origin and destination but higher levels of
congestion. These statistics shall be calculated using PM Peak period
data from the evaluation year model run. This will be prepared jointly by
the Departments of City Planning and Transportation. These statistics
shall also be aggregated to Community Plan Area level.
|
| |
Transit Mode Split and Ridership- The transit mode split measures
the total proportion of transit trips relative to the total person trips.
The share of transit can be compared with theb aseline assessments to
identify areas that need new services or are currently underserved by
transit. In addition to reporting the mode split, the total ridership by
corridors and by each individual commuter, (heavy and light) rail lines
will also be reported. The transit corridors to be monitored are listed
in Table 17a
b
c.
The listing submitted may be modified as additional corridors are added
or additional bus routes are added to the corridors. |
| |
The ridership data will be compiled from transit providers. The data to
be collected will be for the AM Peak Period and will include the
following: a) bus routes serving the corridors; b) origin and destination
of the bus route; c) frequency of trips; d) policy load ratio; and e)
total passengers. Actual load ratio will be calculated and compared with
the existing capacity. This statistic will determine whether the
corridor is operating over or under capacity. Ridership data for the rail
lines will also be gathered from the LACMTA and reported. Mode split data
will be calculated based on the SCAG Transportation Model and will be
aggregated by Community Plan Area. The mode split data will be calculated
for average daily and PM Peak Hour trips by Community Plan Area. The
average daily transit trips will be calculated for each Community Plan
Area for three trip purposes, namely home to work, other work, and
nonwork. The transit share of PM Peak hour trips will also be calculated
and reported for each Community Plan Area. The data will be based on the
Citywide Transportation model run for the evaluation year. This will be
prepared jointly by the Departments of City Planning and Transportation.
|
| |
Congestion Management Program Arterial Network Levels of Service
|
| |
As part of the Congestion Management Program (CMP) of the County of Los
Angeles, a number of arterial streets within the City of Los Angeles are
included for monitoring. These streets are regionally significant and are
good indicators for measuring overall system performance. The City of Los
Angeles monitors the arterial streets and key intersections listed in
Table 18a
b.
If additional City streets are included in the CMP network, they will
also be added to the Transportation Element monitoring list. Traffic
count data will be compiled as well as volume to capacity ratio for each
intersection. This will be calculated by LADOT.
|
| |
Congested Corridors
|
| |
Based on Citywide General Plan Framework analysis of year 2010 population
/employment projections, ten corridors were identified as becoming the
most heavily congested areas in the City. The Congested Corridor Progress
Report (CCPR) completed by the LACMTA in January, 1994 identified eleven
highly congested corridors in the County of Los Angeles. While the CCPR
analyzes corridors throughout several jurisdictions within the County,
major portions of seven of these overlapping corridors fall within City
boundaries. These corridors, which include parallel major streets, will
be used as proxies for assessing congestion.
|
| |
The regional corridors which have been identified by LADOT as being among
the most congested areas in Los Angeles along with the three additional
corridors identified from he CCPR (as previously discussed in
Chapter II of this element) are listed in
Table 19a
b
c
along with the arterial streets which are to be monitored. These thirteen
corridors will be periodically evaluated regarding their utility as
representative indicators to the City's traffic congestion problem.
Additional corridors may be included or some of the thirteen corridors
may be deleted as their value to the monitoring system changes. Corridors
will be added or deleted consistent with the two year reporting cycle.
|
| |
The condition of the corridors will be reported based on link volume to
capacity ratios. Each arterial and freeway link in the corridor will be
calculated and reported separately. The initial data source for the
arterial streets will be from LADOT traffic counts and, if not
available, the analysis will be supplemented with data from the reporting
year Citywide Model run. The freeway traffic counts data will be compiled
by LADOT from Caltrans reports. This statistic will be prepared by LADOT
for inclusion in the evaluation report.
|
|
D. EVALUATION REPORT SCHEDULE
top
|
|
The Transportation Element evaluation report will be prepared by the
City Planning Department every two years for inclusion in the Framework
Annual Report on Growth and Infrastructure. The inaugural report shall be
prepared for the corresponding CMP reporting period following adoption of
this Transportation Element by City Council. Some statistics and
information identified in this chapter will be published annually as part
of the General Plan Framework Monitoring requirement, along with annual
progress reports on Transportation Element implementation Programs.
|
