This section details the pre-project and post-project travel speeds through the corridor in the eastbound and westbound direction using Beethoven to Inglewood as the project's boundaries.
Venice Boulevard was newly redesigned to increase pedestrian safety in downtown Mar Vista, while maintaining a steady flow of traffic and ample parking. LADOT is closely monitoring the project, and the latest 3-month data benchmark shows a reduction in drivers speeding over 40 mph, as well as fewer collisions and injuries on the street. Traffic flow is also nearly back to pre-project levels, with most trips through the corridor within 60 to 90 seconds of pre-project times. We expect to see further reduction in travel times along Venice Boulevard, and will keep you informed each step of the way.
PRE- AND POST-PROJECT TRAFFIC DATA
LADOT is monitoring project impacts and benefits at one-month, three-month and six-month intervals. We will share updated data as it becomes available over time. LADOT has procured a contract with the data company INRIX, which uses data from GPS-enabled devices such as smartphones and vehicle fleets to provide current and historical travel time, speed, and vehicle volume data. This cutting edge data source will allow us to measure traffic changes more quickly and accurately compared to traditional data collection methods.
The data below represents the three-month (90-day) along with historical one month (30-day) data for comparison. This is still initial, preliminary data, and we will continue to collect information before drawing any conclusions on the project. As with any transportation project, this data will continue to evolve and provide better information the longer the project is in the ground. LADOT expects a much more robust data analysis at the 6-month, and eventually 1-year time period. Currently, we can share the following:
Three-Month Evaluation, August 2016 vs August 2017
At the three-month evaluation (August 2016 vs August 2017), increase in travel time ranged from no change to 60 seconds during peak periods compared to pre-project travel times. The charts here detail how much traffic patterns change throughout the year.
For full details, see charts on the left and below.
One-Month Evaluation; June 2016 vs June 2017
LADOT is studying travel times during peak commuting periods. After LADOT completed construction in late May, increase in travel times between Inglewood Boulevard and Beethoven Street on Venice Boulevard ranges from no change to 90 seconds compared to pre-project trips.
LADOT will continue to monitor and share traffic time data as it becomes available.
For full details, see charts on the right and below.
The pilot project has reduced speeding along Venice Blvd, representing a significant decrease in the number of drivers going more than the posted speed of 40 mph. This provides safety benefits to the corridor, and if this trend continues, LADOT can post a lower speed limit.
Speed continues to fluctuate in the westbound versus eastbound direction, however both the one-month and three-month data speed data are lower than pre-project speeds. This new data support lowering the speed limit on Venice Blvd to 35 mph. The speed limit is currently 40 mph.
Early returns on our data have shown that there has been a modest decrease in collisions on the stretch of Venice Blvd. from Beethoven to Inglewood in the two month span after the completion of the project. Street design improvements of this nature tend to reduce the amount of traffic injuries and deaths, and over time we expect the number of collisions to decrease.
Methodology & Disclaimers:
- In analyzing collision data, we frequently observe wide monthly variations in the number of reported collisions. While preliminary data is helpful for initial observations, the sample size is too small to draw conclusions about the project’s overall performance. A robust safety analysis of a corridor should be based on at least one to two years of collision data.
- This data comes directly from LAPD, based on collisions reports that are collected for each reported incident. This is the same information that is reported to the state's SWITRS database, which all agencies rely on for historical analysis. In order to ensure an apples-to-apples comparison of the pre-conditions and post-conditions, we must rely on those collisions that are reported to the police. We are often made aware of citizen reports of crashes observed after project installation, but there is no database of unreported crashes for the pre-project condition to allow for a meaningful comparison.
- Additionally, the details on what types of collisions have occurred (i.e. sideswipe, asleep at the wheel, etc) are not yet available, so it is difficult to ascertain any pattern or condition that can be corrected by a change in design. Again, the raw numbers are helpful for initial observations on the project's performance, but to make any conclusions on the project’s effect on the overall safety of the corridor we need more details than we have at this time.
We are sharing the data that we have access to so that this information is available for the public. However, it is best to exercise caution in drawing conclusions about the safety improvement of the corridor. We will continue to monitor this data regularly as part of the project evaluation.
VOLUME AND CUT-THROUGH DATA
Preliminary data has shown an increase in traffic on Pacific Ave and Charnock Rd.
We will be monitoring this closely and working with local communities along affected streets to determine best-fit solutions to address this issue.