Because ExpressLanes include a pricing mechanism that counteracts induced demand, they are likely to perform better under a VMT analysis than alternatives that add general capacity or even regular HOV lanes. The Measure M Guidelines already require freeway projects within Metro’s planned ExpressLanes network to include an ExpressLanes alternative in their environmental analysis. However, changing from LOS to VMT is likely to shape how future highway programs are scoped. When looking at the highway programs, it is important to remember that these programs fund both streets and freeways. What types of projects are helped by this change? This change makes it easier to deliver highway projects, not harder. It is smarter planning and a more effective use of Metro’s limited project development resources to align funding metrics with environmental law so that our projects don’t get unnecessarily delayed–or not approved at all. Continuing to use LOS during project planning exposes Metro and local projects to legal risks since these projects will have a harder time clearing environmental review in the future. It only makes sense to align regional funding programs with the same metrics that state and local agencies will need to use anyway.Īligning funding programs with state policy is important because projects that are designed to improve LOS will often fail when evaluated using VMT. In just a couple years, cities will be required to make the transition as well. Using VMT enables project planners to consider the overall capacity of the corridor rather than just the capacity for vehicles.įurthermore, state law has moved away from LOS and now favors VMT. It favors the types of projects that induce more congestion, like roadway widening, rather than those that improve mobility, like transit and ExpressLanes. Even worse, LOS is based on faulty assumptions that ignore how people actually respond to changes in the transportation system. Instead, VMT measures the efficiency of the transportation system and recognizes how high-capacity modes, like transit, can move more people more cost-effectively.
#VMT OUTDATED MEAN DRIVER#
LOS only looks at one mode–cars–and considers all vehicles the same, whether they have one driver or a bus full of 50 people. What it does do is prioritize those projects that are truly multimodal and contribute to reducing regional traffic rather than inducing more vehicle travel. But this motion does not bring all freeway projects to a halt, and it does not renege on promises to voters to invest in the region’s highway system. It is true that traditional freeway widening projects are likely to perform poorly under this new paradigm. There is a lot of fear among traditional constituents for freeway widening about what this change would mean for their projects. There is no question that this motion would require Metro highway planners to think differently about their projects.
Councilmember Mike Bonin, Supervisor Hilda Solis, and Supervisor Janice Hahn, would revamp the Measure M highway programs to include a more multimodal approach to reducing traffic. One of the most promising motions, from Long Beach Mayor Robert Garcia, L.A. Four board motions have been introduced addressing various topics, such as local return and eligibility for various programs. For a summary of what advocates are asking for this week, check out Monday’s blog post. As expected for a document of this magnitude, there is a flurry of activity this week by both advocates and board members to shape the final guidelines and resolve the remaining policy issues. On Thursday, the Metro board is scheduled to adopt the Measure M Guidelines, which set the rules for how all Measure M programs will be administered.
#VMT OUTDATED MEAN UPDATE#
Update J– See Board Motion 38.3 that was unanimously adopted by the Metro Board of Directors.
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