Metro expresslanes m gastrocnemius

In order for the Metro ExpressLanes to operate efficiently, a combination of visual monitoring by California Highway Patrol (CHP) vehicles, photo enforcement and FasTrak® will be used to ensure legal use of the ExpressLanes. When traveling on the Metro ExpressLanes, a beacon light will indicate the transponder occupancy setting. The beacon light is visible to the CHP who will perform a visual verification of the vehicle occupancy and cite non-compliant drivers. In addition to the CHP, if a driver uses the Metro ExpressLanes without a valid transponder, a photo of the vehicle license plate will be taken and the registered owner of the vehicle will be issued a Notice of Toll Evasion Violation.

It is not advised to have both transponders in the car at the same time when traveling on the I-10 ExpressLanes unless you have a mylar bag covering the standard transponder. This is because the system cannot distinguish between the two transponders so the standard transponder could be charged the toll even if the switchable transponder indicated the toll-free carpool switch setting.

State law requires the net toll revenues generated from the Metro ExpressLanes be reinvested in the corridor from which they were derived, pursuant to an approved expenditure plan. Gross toll revenues from the ExpressLanes program are first used to cover the direct expenses related to the maintenance, administration and operation, including marketing, toll collection, and enforcement activities related to the ExpressLanes. Any remaining revenue produced is used in the corridor for which it was generated through the Net Toll Revenue Reinvestment Grant Program.

The net toll revenue program’s primary objective is to increase mobility and person throughput via implementation of integrated strategies that enhance transit operations, transportation demand management, transportation systems management, active transportation, and capital investments in the 1-10 and 1-110 corridors. These combined strategies have resulted in more reliable and consistent outcomes and greater magnitude of positive change than a single strategy scenario. This rationale is confirmed by actual usage on the ExpressLanes. Specifically, customer account activity demonstrates that, on a monthly basis, the majority (75%) of account trips are a combination of SOV & HOV. Only 4% of trips are solely made by SOVs. The primary payers of the toll benefit 100% from the proposed allocation since mode shift through alternative transportation choices reduces congestion, and as a result, reduces travel time and the toll amount for toll paying customers.

Grant funds were reinvested in projects/programs that provide direct mobility benefits to the I-10 and I-110 ExpressLanes within a three-mile radius. Projects beyond a three-mile radius must have demonstrated regional significance. Funds available for allocation for the grant program were distributed into three categories: 1) Transit Use, 2) System Connectivity/Active Transportation, and 3) Roadway Improvements/Highway Improvements. Round 1 of the Metro ExpressLanes grant program was approved by the Metro Board in 2014 – 22 projects were recommended for funding totaling $22,729,458. Round 2 of the Metro ExpressLanes grant program was approved by the Metro Board in 2016 – 21 projects were recommended for funding totaling $27,854,525.

Building on the success of the I-110 and I-10 ExpressLanes, the Metro Board directed staff in November 2014 to prepare a Countywide ExpressLanes Strategic Plan that would identify and recommend potential corridors that could benefit from ExpressLanes conversion.

In preparing this analysis, the potential mobility benefits, as well as financial feasibility of ExpressLanes, was studied on freeways with existing, in construction, or planned HOV (High Occupancy Vehicle) lanes. The analysis also considered qualitative factors, including connectivity with other existing and potential ExpressLanes corridors, transit benefits, funding availability, and ability to implement dual ExpressLanes (i.e. two ExpressLanes in each direction).

The result is a set of three tiers of projects. Tier 1 projects are near-term that would be constructed in the next five to 10 years. Tier 2 projects are mid-term that would be constructed within the next 15 years. Tier 3 projects are longer-term projects that would be constructed within the next 25 years. In addition to the proposed ExpressLanes facilities, HOV direct connectors are needed to improve mobility and safety by reducing weaving and merging to optimize the efficiency of the ExpressLanes.

Three of the projects in the plan (I-105, I-405/Sepulveda Pass and an extension of the I-110 ExpressLanes south to the I-405) receive funding through Measure M. However, no funding has been identified for the remainder of the projects included in the plan.