To consolidate, disseminate, and gather information concerning the 710 expansion into our San Rafael neighborhood and into our surrounding neighborhoods. If you have an item that you would like posted on this blog, please e-mail the item to Peggy Drouet at pdrouet@earthlink.net

Tuesday, August 12, 2014

Infograph: Amazing Ways the Self-Driving Technology will Change the World


August 2014

Infographs are always a nice way to tell a story visually and this one below gets adopts that visual story telling to explain the complex societal impacts that are in the offing as the auto & tech heavy-weights like Google are vying to bring their self-driving technology to the mass market.. Imagine a world with no crashes, no traffic lights and no parking?  Mind boggling stuff for today’s drivers but that future doesn’t seem too distant anymore.. Though I think  Level 4 automation (i.e.,  completely autonomous) is at least a decade away, anyone would get excited about the prospect of not waiting for a light to turn green (or for that matter to not drivearound in circles looking for parking)…
The Amazing Ways The Google Car Will Change the World
The Amazing Ways The Google Car Will Change the World


Central Valley bullet train construction gets federal go-ahead


Metro Crenshaw/LAX construction hurting local businesses


By Miriam Hernandez, August 12, 2014

Some businesses in the Crenshaw Corridor say they are on the brink of shutting down because of a Metro project designed to help the area with a line to LAX. Without parking for customers, or even a sidewalk, the impact has been rough on small-business owners.

Banners lining Crenshaw Boulevard practically shout that stores are open for business while construction for the underground Metro line is underway.

Finding a place to park, however, is difficult, especially on the 4100 block. That's where merchant Gerald Duncan says inadequate parking has already cost him 98 percent of his business.

"We have no parking, we have no visibility, we have no foot traffic," said said Malai Hair Store's Duncan.

Duncan's hair-extension store shares the block with 15 other shop owners who tell similar stories: Sales are down 50-75 percent.

Metro has leased parking space across the street to help.

"(Customers) don't want to walk 500 feet just to get to a store," said Duncan.

"We are working in each area in a very quick manner to minimize the impact in each area," said Crenshaw/LAX Line Project Director Charles Beauvoir.

The question is whether Metro's help will come quickly enough -- and be enough. On Duncan's block there's a vacant lot that could be converted for parking, but even that small measure has been blocked -- by the landowner.

Approved and projected for October:

- $250,000 per year for a business services center
- Case management and marketing advice for each of 120 businesses
- A 72-hour quick-response plan

Some retailers say it's loans they need to cover rent, taxes and utilities. Even then some question whether they could recoup their losses to payback a loan.

The Metro line construction went into full swing last spring: an 8.5-mile, $2-billion transportation project, projected as a boon for Crenshaw's future.

But even L.A. County Supervisor Mark Ridley-Thomas, on the Metro board, says more must be done to help businesses survive four more years of construction

"The situation is urgent, and I am actively seeking additional financial resources to assist them as expeditiously as possible," said Ridley-Thomas.

Duncan's not sure he can hold on.

"I've been here my entire life and I put my entire life savings into this business, and I want to stay here, but we need real help," said Duncan.

What a Train Trip From L.A. to S.F. Can Teach Us About California's High-Speed Rail Future

The state is as likely a place as any to see the future of rail unfold.


By Matt Dellinger, August 12, 2014



When people think of California, people think of cars. But hey now: trains built California. Trains made it possible to reach the Pacific Ocean from the east without cheating death aboard a wagon through the mountains or a disease-ridden steamer around the horn of South America. Trains carried fruits and vegetables east, helped turned the good valley soil to booming agriculture, then formed a backbone for settlements.

Travel Town, a plucky little museum in Los Angeles' Griffith Park, tries to honor this story. On a recent June afternoon, I wandered among the collection of locomotives, passenger cars, cabooses, and trolleys that are strewn about a small shed, parked under a pavilion, or baking in the sun. It was a Sunday, so volunteers were scarce, and the Pullman and dining car were closed to the public. But I was able to board a Norris-Lancaster steam engine built in 1864, five years before the transcontinental railroad connected northern California to the world by rail. Adventurous visitors climbed metal ladders into open-air locomotives and marveled at the number of knobs and levers that occupied conductors back when the Southern Pacific first connected Los Angeles to the transcontinental line through the Central Valley, in 1876.

In a small air-conditioned building, framed black-and-white photographs were on display—tough guys in mustaches posing atop freshly laid rails—and paraphernalia from the golden age of high-class passenger travel—yellowing brochures and menus from routes like the Coast Starlight and the California Zephyr. Outside, folks queued up for a model railroad ride. You can have your birthday party at Travel Town, evidently. I counted three that afternoon—one a picnic under a banner strung up between steam engines, another inside a rented mid-20th-century car, and a third a cookout to which a dad was seen dragging a wheeled cooler, with another cooler balanced on top of it, with a soon-to-be-destroyed Thomas the Train piƱata under his other arm.
Kids get it. They love trains, even though the parents who indulge the
m with birthday parties here weren't even born in 1952, when this choo-choo petting zoo first opened. By 1952, the car was king, and for adults, trains were morphing into something else, something quaint. Walt Disney, a big time foamer, was beginning to milk the mode's inherent sense of nostalgia and leisure—you can visit Walt's Carolwood rail barn in Griffith Park, too, the third Sunday of the month—and it seemed important to Charley Atkins, Travel Town's late founder, to preserve California's steam engine for future generations.

Travel Town, a plucky little museum in Los Angeles' Griffith Park, tells the story of how rails built California.
Those future generations had their birthday parties here, before largely growing out of their train fascinations. Travel Town is showing signs of wear. It feels a bit like a train-museum museum. But the march of train-loving kids rolls on, and the humble Train Town website insists the place is "in a state of new growth and development."

So is California rail, come to think of it. Despite controversy and setbacks, the state is pressing ahead with a $68 billion high-speed rail line between Los Angeles and San Francisco. California might just make itself with track again, and why not? Relatively speaking, the state is still new. Its population is still booming, and its people are relatively progressive. All those Republican Governors like to send high-speed rail money back to Washington, D.C., but the Golden State is happy to spend it.

Infrastructure is having a tough time these days, but California is as likely a place as any to see the future of rail unfold.


Speaking of birthday parties, Union Station in downtown Los Angeles is turning 75 years old. And it's celebrating as so many 75-year-old Californians do—with an extensive facelift: renovating, going greener and multi-modal, and prepping for its high-speed-rail close-up. Much of the station is underground and utilitarian, like today's Penn Station in New York. But the older parts are superterranean and grand, like the old Penn Station in New York. The ceilings are high and the windows are big, which is architecture for "someone gives a damn about this place."

Union Station in downtown Los Angeles, 75 years old this year, has high ceilings, tall windows, and a grand feel.
I booked a sleeper on Amtrak's Coast Starlight to Oakland, an all-day trip that would not include sleep. The smallest sleeper rooms cost about $100 more than a coach seat, though the free meals easily make up for half of that. Besides, if you want to travel cheaply, or quickly, you should just fly. A plane between L.A. and the Bay Area costs the same as the train—about seventy bucks—but the plane takes an hour and the train takes twelve. The eventual high-speed rail service promises to make the same trip in a snappy two hours and forty minutes, which approximates flying, if you count airport travel and rigmarole.

The passengers boarding the Coast Starlight that morning were not preoccupied with "quick" and "cheap." My lunch companions, Maureen and her tweener son, Kyle, were travelling from their home in Beverly Hills to visit friends in San Jose. They suffered no phobias or disability that would prevent them from flying. They simply find the long trip enjoyable, and peaceful, a chance to see the gorgeous coastline. On a clear day, you can see the Channel Islands, Maureen said. That day we settled for dolphins, spotted by a middle-aged musician and motorcycle mechanic who joined us late.

We passed oceanfront RV parks and beaches and kids probably smoking pot near the tracks. We passed through backyards and caught locals' private moments—taking out the trash, leaf-blowing, sunbathing, staring at the train like it was a meteor and not a thing with a thousand eyes. Others waved at us. I saw the Ellwood Oil Field, at which a Japanese Submarine fired 17 rounds in February 1942. I saw the Point Conception lighthouse, built in 1855, and the Santa Ynez mountains. The picturesque was sprinkled with the mundane, and it all went by at a speed that made sense of both. There was supposed to be WiFi, but it wasn't working, and I didn't hear anyone complain.

In the parlor car, an amenity for us sleeper-class people, they had a dome observation lounge with excellent views of various crops. A stainless steel buffet served rumors of wine and cheese tastings (not on Mondays, I guess) and a string of oldies could be heard alongside the squeal of metal wheels. You're just too good to be true. Can't take my eyes off of you. "Are those green peppers?" a woman in a yellow shirt and baseball hat asked a man in a shirt advertising wheat beer. They were staring out the window. "There sure are a lot of them."

On the first level, there was a tiny movie theatre. The curtains were closed and comfy seats faced a screen on the front wall. Later, they would show Frozen, something for the kids, but now the room was empty and eerie. A half-empty cabinet contained a random assortment of forgotten board games—Parcheesi, Chutes & Ladders, Scrabble—along with some left-behind magazines, including a copy of Arizona Highways from 2002. On the wall were little relief maps of Washington and Oregon that dated, I’d say, from the 1980s. The room smelled like hot meat, some kind of stew. It had the feel of a grandmother's house, a heavy comfort mixed with little hints of magic charm, but also a tinge of sadness or pity, and passing thoughts of mortality.

I needed a drink before dinner. But I lucked out with my tablemates. From youngest to eldest, there was David, 67, from Orange County, on a trip for the sake of the trip; Ann, 72, a semi-retired nurse on her way home to the East Bay from her niece's wedding in Santa Barbara; and Ruth, 81, an Elaine Stritch doppelganger from Ventura on her way to Sacramento, who regaled us with tales of a midcentury voyage on the Queen Mary. Maybe it was the evening light, or a shared sense of well-being from being on the train so damn long, but we got along famously.

The parlor car of the Coast Starlight has a dome observation lounge with excellent views of the coastline.
David wore a traveler's khaki vest and a baseball cap and kept a digital camera close at hand. He was a bit shy at first, but opened up talking about train trips he'd taken. The Coast Starlight is easily in his top three, he said, along with the California Zephyr and the Glacier Express in Switzerland. His kids had bought him this solo trip as a father's day gift. He'd never taken a sleeper, but he'd been on high-speed trains in Europe, and will definitely take the bullet train in California if the thing ever gets built. Though he enjoys the slow train, too. "You have to think of it like a cruise on land," he said, motioning to Ruth. "The trip is the whole point of it."

We spent two whole hours together. We were train people now, in no particular hurry. Afterward, I bought a half bottle of wine and took it back to my room for the last hour or so before Oakland. The lights in the sleeper, like the buttons and knobs, are old and inelegant,  so I kept them off and watched the sun set in the dark. In South San Jose, we sped past a drive-in movie theatre.

As I waited in the vestibule to disembark, I spoke with Bob, the sleeper car attendant. He's been doing this job for 18 years, since he was 61. His daughter has worked for Amtrak for 34 years. Bob sleeps in room number one, which is full of things like schedules and bottled water. He gets to go to bed after Sacramento, but he's not feeling too tired. He takes it easy, talks to folks. "People are in such a hurry these days," he said. "Some people don't know how to relax."


If you are in a hurry, the "fast" Amtrak connection between the Bay Area and Los Angeles is not the meandering Coast Starlight, but Amtrak's San Joaquin line, which goes straight through the flat, open Central Valley. This train is more prosaic. The rolling stock is newer, more modern, more commuter-like. There are fewer amenities—no movie theatre, no observation parlor with swivel seats—but it's comfortable, there are a lot of tables among the seating, and the WiFi works. People are just getting where they need to go. The scenery is a bit of a loop: grain elevator, vast stone-fruit or nut orchard, small town crossing, grain elevator.

The San Joaquin train essentially follows the old Southern Pacific line out of Oakland and down through Modesto, Fresno, and Bakersfield, where passengers are unceremoniously herded onto a bus for the last leg of the journey into Downtown L.A. This is also the general route planned for high-speed rail, and a common criticism of the project plan has been that the state is not starting construction with this missing link between Bakersfield and Los Angeles. (In late June, while I was riding the Coast Starlight, officials announced plans to accelerate a segment in L.A. County from Palmdale to Burbank.)

Amtrak's San Joaquin train cuts through the farmland of California's Central Valley, a future corridor for the high-speed rail system.
The grand bullet train will break ground with a section in the middle—through Fresno, from Madera down to around Hanford. You're forgiven if you've never been to any of those places. You're also forgiven if you're not sure why a high speed train line between two major cities isn't starting in either major city. It probably has something to do with the fact that the "unimproved" agricultural land is cheaper to acquire and easier than mountains to engineer through. Building the middle of the system first will also create a feeling of inevitability, the thinking goes, a yearning to finish the project at both ends.

The drawback is that the state is spending billions of dollars building a giant infrastructure project through a region that in large part feels ambivalent about it, if not downright unenthused. The San Joaquin may not be a glamorous train, but it serves the communities it created. High-speed rail, by definition, can't stop in every farm town. And when people feel they're in the way of someone else's progress, they sometimes grow resentful. Even litigious.

Late in July, the Fresno County Board of Supervisors passed a non-binding resolution against the high-speed rail plans, and called for another statewide ballot to allow the voters a chance to reconsider their blessing for the borrowing of enormous amounts of cash. For several years, Fresno County had supported the plan, but now it joins Madera, Kings, Tulare, and Kern counties in opposing it. The blanket of formal local-government hostility is now complete from Merced to Los Angeles—some 250 linear miles, or about half the route.

The concerns in the region include: California can't afford it, it won't get finished, they're starting in the wrong place, it won't stop where we need it to, it'll stop too often, it'll take too much land, construction will be a disruptive menace, it won't help the local economies, it won't be as fast as they promised, no one will ride it, it'll require public subsidy forever. There is a general feeling that the planning process has lacked transparency and local participation.

Aaron Fukuda, co-chairman of Citizens for California High Speed Rail Accountability and one of the plaintiffs suing the high-speed rail authority, believes most of these concerns are valid, and yet he considers himself a supporter of the project. "Put it along existing transportation corridors," he told me over milkshakes from Superior Dairy in his hometown of Hanford. "If you cannot go down a transportation corridor, look to go underground. Look to go aerial. They even had it designed. But they won't do it."

Many Central Valley residents have concerns about high-speed rail (above, a right-of-way line)—even those who support the project.
Fukuda is no armchair urban planner. He makes his living as a civil engineer. His field is water, which is an even greater concern to Central Valley residents: for every roadside advocacy sign about high-speed rail, there are twenty about water. In severe drought, farmers skip annual crops in favor of permanent producers like fruit trees and vines, which has left an estimated 800,000 acres idle, and thus many idle hands. Local State Senator Andy Vidak—whose pointed campaign signs read, "More Water. More Jobs."—authored a bill to increase funding for regional water supply projects, and another to kill high-speed rail.

It's harder to harbor lofty and expensive transportation dreams when you're trying to feed your family—and families across America—during a drought. And hard to support spending tens of billions of dollars on technical heroics to achieve those transportation dreams, when you're begging for tens of billions of dollars to help you keep crops alive. In California flyover country, water beats bullet trains.


In California’s cities, meanwhile, proponents are steadfast in their optimism. They see High Speed rail bringing jobs and commerce, intercity business travelers and state-hopping tourists, reduced traffic and pollution. They see it uniting the two metropolitan areas into a Northeast-corridor-like super-region, with transit-oriented development at stations in between. They see it as a infrastructure project worthy of a great state, of a great nation. They see it, in short, as the future.

The kinetic sculpture, Metropolis, uses toy cars and model buildings to simulate a bustling city of the near future—but there are plenty of train tracks, too.
Young people don't want to drive everywhere. They want to live in cities, more than before. They're not eager to own suburban houses or cars like their parents do. They don't mind sharing cars, and they like to have transportation choices, such as bikes and trains. There are plenty of planners predicting a world where cities grow denser and more prosperous, transportation options bloom and diversify, and life without a car becomes something easy and normal.

In Los Angeles, before my Coast Starlight adventure, I went to the Los Angeles County Museum of Art and saw a kinetic sculpture called Metropolis, for which the artist, Chris Burden, uses toy cars and model buildings to simulate a bustling city of the near future. Hot Wheels in a familiar slow gridlock climb up a conveyor belt, and at the top they're set free on superhighway tracks, whisking among buildings down ramps. In Burden's vision, though, cars move more autonomously. "The future of automobile transportation is that there won't be drivers anymore," Burden told an audience at the Los Angeles County Museum of Art when the sculpture moved there in 2012. "It's a hopeful future. Cars will have an average speed of 230 miles per hour as soon as Google gets all their cars up and running." Quietly among the buildings and buzzing highways, little trains and trolleys move too—majestically, purposefully.

But this is California, you say? The car will always rule? Yes, this is California. Where they're not afraid to create their own culture, not afraid to disrupt and invent. Maybe trains will build a new California, just like they built the current one. And maybe someday Travel Town will have exhibits of dusty old Toyotas and Fords. And on Sunday afternoons, kids will have birthday parties there. They'll be able to climb into seats and see what it was like back when people actually had to drive themselves in cars. When every traveler had to be a pilot too, and on your trip between cities you couldn't even eat steak or drink wine or nap. Those primitive days, before whatever came next.

Taxi Drivers' Latest Gambit Against Uber? Accuse It of Illegal Currency Trading

Cabbies argue Uber violates foreign-exchange laws by collecting fares in rupees and transferring them through a Dutch bank.


By Leo Mirani, August 12, 2014


 Cabbies around the world have protested the rise of Uber, an app that helps people find taxis, by staging noisy protests, blocking the streets and creating snarling traffic jamsTheir counterparts in India—where the traffic is frequently gridlocked anyway—are deploying a much more powerful tool: legal nitty-gritty.

According to the Economic Times, three Uber competitors—Meru Cabs, Easy Cab, and Mega Cab—have written to the Reserve Bank of India, complaining that Uber is violating foreign-exchange laws. Unlike black-and-yellow street taxis, “radio taxis” like Meru must be pre-booked, so they are the ones most likely to lose business to Uber. The Association of Radio Taxis (ART) alleges that Uber violates the Foreign Exchange Management Act (FEMA) and the central bank’s rules on credit card transactions.

The ART points out Uber accepts payments in Indian rupees, and then transfers it to a Dutch Bank. (The Netherlands, as Quartz has explained before, has no “withholding taxes,” allowing money to flow unmolested through the country.) The payment to the Indian cabbie is then sent from a U.S. bank. In its letter, the ART argues: “Collection of fares by Uber on behalf of a taxi driver in India should qualify as a capital account transaction under FEMA, and since such a transaction is not specifically permitted under the regulations, it is our understanding that the transaction is in gross contravention of the Indian exchange control regulations.”

Moreover, the complaint alleges that Uber is just a middleman and that the transaction is between two Indians—the driver and the passenger. Indian citizens cannot do business in a foreign currency, making Uber complicit in helping them break the law.

Uber India does appear to think in dollars and pounds sterling rather than rupees. According to Uber’s Mumbai support page, “Our secure payment gateway uses a £1 (Rs 80) or a $1 (Rs 60) authorization charge to verify your card is valid when you sign up, add a new card, or in some cases when you book an Uber ride.” (Exchange rates have since fluctuated.)

Will the ART complaint bring Uber India to a screeching halt? The last time anyone cited legalese to stop Uber, it came to nothingIn June, London’s cabbies argued that Uber’s app qualified as a meter, and therefore contravened rules that only black cabs can provide metered fares. Regulators didn’t agreeLondon’s minicabs, which can only be booked over the phone, also brought up the same Dutch company cited by the ART, saying that it is unlicensed to book fares in LondonThe court declined to accept the case because it is too busy dealing with complaints against individual driversUber’s tax affairs are also under scrutiny in the U.K.

New fare charts and FAQ on the fare increases and changes that begin Sept. 15


By Steve Hymon, August 11, 2014

As many of you likely know, Metro’s fare increases and fare changes that were approved this spring go into effect on September 15.

The charts below outline the new fares, including regular fares and passes, Silver Lane fares and the EZ Pass. I urge everyone to give this a read before Sept. 15 as the new structure — with free transfers for two hours — means that some of you could save on your Metro transit trips while others will be seeing an increase.

I also want to emphasize: please click here to see if you are eligible for Metro’s “Rider Relief” fares that provide up to a $10 discount on transit passes. The Rider Relief coupons for seniors and students provide savings on top of already reduced rates. Eligibility is determined by household income and the number of occupants in a household.

Please, please, please — check to see if you are eligible for a discount. There’s no point in paying more than you should and these discounts are available to enhance everyone’s mobility in our region. If you know of someone who may qualify, please pass along this information!


There is also more information on this page about Metro’s reduced fares, including discounts for students, seniors, the disabled and Medicare recipients.

Here are the new fares that take effect Sept. 15:

fares_English (1)
There is also a comprehensive FAQ that has been posted to metro.net. Please click here to see the entire FAQ.

I have posted some of the questions and answers below that I think will answer many of the questions we’ve been fielding here from readers:

What is the difference between a 1-ride base fare and a 1-way trip?
Both are single fares used to board a Metro Bus. The “1-Ride Base Fare” indicates that the fare is being paid in cash or with a token; no TAP card is required, and no transfers are included. The “1-Way Trip” indicates that the fare is being paid using a TAP card preloaded with a 1-Way Trip product (available at TAP vending machines) or Stored Value on a TAP card. The 1-Way Trip includes transfers to other connecting Metro bus or rail lines for up to two hours to complete a one-way trip; it is not valid for a round-trip. Note that the 1-Ride Base Fare is not available on Metro Rail or the Metro Orange Line; payment of all fares on those lines requires use of a TAP card. (See description of TAP cards below.)
Who is eligible for two hours of free transfers?
Customers are eligible for transfers when enough Stored Value is preloaded on a TAP card and used to pay the applicable 1-Way Trip fare. The 1-Way Trip is available at varying rates to: regular blue TAP card holders; Seniors 62+/Disabled/ Medicare TAP card holders; Students K-12  TAP card holders; and College/Vocational TAP card holders.
How will the free transfers work?
The two-hour period begins upon the first boarding of a trip, when a TAP card is tapped to pay the 1-Way Fare.  The customer must tap their card upon each subsequent boarding during the trip; the TAP system will recognize if the customer is within the two-hour transfer window and is making a valid transfer covered by the 1-Way Trip.

The number of transfers within the two-hour window is not limited; as an example, a customer could transfer from bus line 20 to the Red Line to the Blue Line to the Green Line, all with payment of a 1-Way Trip, as long as the last transfer occurs within two hours of the first tap.

But transfers back to the same bus or rail line where the customer’s TAP card was last used are not permitted. For example,  the customer may not,  transfer from the Green Line back to the Green Line, or from bus line 20 back to Line 20; a new 1-Way Fare would be deducted from the Stored Value on the card.
As mentioned, trips lasting longer than two hours can be made on the 1-Way Trip fare, as long as the last transfer is made before the two-hour transfer window expires.
Are all student fares frozen?
No. Only Student K-12 fares are frozen at this time; their single fare price ($1) and 30-Day Pass ($24) will remain the same. Fares for College/Vocational students are not included in the freeze. The College/Vocational fare (1-Ride Base Fare or 1-Way Trip) is now $1.75, and the 30-Day Pass is now $43.
How will transfers work on Metro short lines?
Customers purchasing a 1-Way Trip receive two hours of transfers to complete a one-way trip. If traveling on a bus short line, transfers will be permitted from the bus short line to another bus on the same line to continue a trip in the same direction.
What about transfers between Metro and other municipal operators (Metro-to-Muni)?
Metro fares do not cover other municipal carriers (e.g. Foothill Transit, Torrance Transit, Montebello Bus Lines, etc.), but Metro-to-Muni transfers will still be available. They can be purchased from TAP vending machines or onboard buses, and are valid for two hours after purchase.
How will interagency transfers work with the new transfer system? 
A customer transferring from other municipal bus carriers (e.g. Foothill Transit, Torrance Transit, Montebello Bus Lines, etc.) will need to purchase an Interagency transfer onboard that line, and submit it as payment when boarding a Metro bus or train.

Interagency transfers can be issued as paper passes, “Limited Use” paper TAP cards, or loaded directly onto the customer’s plastic TAP card.  Regardless of the form in which the Interagency transfer is issued, it is only good for one transfer from a municipal bus line to a Metro bus or train. Interagency transfers are treated as a 1-Ride Base Fare and are not eligible for the 2 hours of transfers on Metro.  Customers boarding with an Interagency transfer and planning to ride more than one Metro bus or train should purchase another Metro fare to avoid getting a citation or fine.
Do the new fares affect the Metrolink monthly pass?
No. These changes only apply to Metro. They do not affect Metrolink tickets and passes that include transfers to Metro.
Please click here to see the entire Q&A, which also includes information about the Silver to Silver
program, how to get a TAP card and

Here are the new Silver Line fares: 

Metro Fares
As of 9/15/14
Regular Senior 62+/
Student K-12
Silver Line Cash Fares
1-Ride Base Fare
No transfers included.Additional charges apply to ride:
• Metro Express Buses
$2.50 $1.35
$2.50 $2.50
1-Way Trip
Includes transfers to other Metro Lines for up to two hours to complete a one-way trip.Additional charges apply to ride:
• Metro Express Buses
$2.50 $1.35
$2.50 $2.50
Premium Charge for 7-Day, 30-Day and EZ transit passAll other Metro passes accepted without premium charge. 75¢ 60¢ 75¢ 75¢
Express Freeway Premium Charge
Express + Zone 1
Premium Charge

Additional fare required only on freeway segments.
75¢ 60¢  75¢ 75¢

And here are the new EZ Pass fares:

Metro Fares
As of 9/15/14
Regular Senior 62+/
Student K-12
EZ transit passIncludes:
•All Metro services Additional charges apply to ride:
• Metro Silver Line
• Metro Express Buses
• Non-Metro express buses
$110 $42 
EZ transit pass + Zone 1Includes:
• All Metro services Additional charges apply to ride:
• Non-Metro express buses that leave Los Angeles County
$132 $51.50
EZ transit pass + Zone 2 $154       $61
EZ transit pass + Zone 3 $176 $70.50
EZ transit pass + Zone 4 $198 $80
EZ transit pass + Zone 5 $220 $89.50
EZ transit pass + Zone 6 $242 $99
EZ transit pass + Zone 8 $286 $118
EZ transit pass + Zone 9 $308 $127.50
EZ transit pass + Zone 10 $330 $137
EZ transit pass + Zone 11 $352 $146.50

For more information about ordering an EZ Pass, agencies that participate in the pass and discounts, please click here.