HomeMy WebLinkAbout09/27/1994, C-1 - EXTENSION OF FRANCHISE AGREEMENT WITH SONIC CABLE TELEVISION IIIN�IrIIIIViIIIIIIII lulu MEETING DATE:
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city of san L"is ogispo ITEM NUMBER
No COUNCIL AGENDA REPORT �/
FROM: Ken Hampian, Assistant City Administrative Ol"licer I
Prepared By: Deb Hossli, Assistant to the City Administrative Oflicer
SUBJECT: Extension of Franchise Agreement with Sonic Cable Television
i
CAO RECOMMENDATION: Approve and authorize the Mayor to execute a one month
extension to the City's franchise agreement with Sonic Cable Television.
DISCUSSION:
The City's franchise agreement with Sonic Cable Television is scheduled to expire on September
30, 1994. As the Council is aware, staff has been working with Sonic over the last year and
a half to develop a renewal franchise agreement. To date, we have yet to reach agreement, and
as such, must request another thirty day extension. It is our intention to continue to request
thirty day extensions until the franchise renewal negotiations are completed and a draft franchise
is ready for Council consideration (in essence we are operating under a "month-to-month"
franchise abreement).
ATTACHMENTS:
ENTS:
I
Extension Agreement
i
G:son-mtm
I
EXTENSION OF FRANCHISE AGREEMENT
This Agreement is made and entered into this _ day of 1994, by
and between the City of San Luis Obispo, a duly authorized municipal corporation (the "City")
and Sonic Cable Leasing Corporation, an Alaska corporation ("Sonic").
WHEREAS, Sonic has operated a cable television system ("System") in the City pursuant
to a franchise agreement ("Franchise Agreement") entered into between the City and Sonic Cable
TV, a California corporation, by Ordinance No. 790, passed December 19, 1978, and effective
retroactively April 1, 1978, and transferred to Sonic Leasing Corporation by Resolution No.
6728, dated December 5, 1989; and
WHEREAS, the franchise under which Sonic has operated its system expires on
September 30, 1994; and
WHEREAS, Sonic has requested that its franchise be renewed by the City; and
WHEREAS, the City has determined that the public interest would be served by
negotiating a renewal of the franchise to Sonic; and
WHEREAS, Sonic and the City are in the process of negotiating and drafting a renewal
franchise agreement; and
WHEREAS, the City has determined that the public interest would be served by granting
to Sonic an extension of the franchise pending finalization of the renewal franchise agreement.
NOW, THEREFORE, the City and Sonic do hereby agree as follows:
1. The City hereby grants to Sonic an extension of the franchise to and including October
31, 1994.
2. Except as otherwise provided herein, all terms and conditions set forth in the Franchise
Agreement shall remain in full force and effect.
3. It is mutually agreed by the City and Sonic that when a renewal franchise agreement is
reached and entered into by the City Council of San Luis Obispo and Sonic, the term of
this Extension shall immediately expire.
SONIC CABLE LEASING CORPORATION
By:
Greg Blume, Sonic Cable General Manager
Page 2
Sonic Agreement
CITY OF SAN LUIS OBISPO
By:
Peg Pinard, Mayor
ATTEST:
By:
Diane Gladwell, City Clerk
APPROVED AS TO FOR
By:
f ense , C Ktto' y
g:sonic.agr
• MEET I G AGENDA /
ITE ITEM #
San Luis Obispo Chamber of Commerce
1039 Chorro Street • San Luis Obispo, California 93401-3278
(805) 781-2777 • FAX (805) 543-1255
David E. Garth, Executive Director
September 26, 1994
Honorable Mayor and City Council Members EGI�AQ
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900 Palm Street ❑ FJ IRCityof San Luis Obispo NEY ❑ PW DIRSan Luis Obispo CA 93403-8100 RWORIG ❑ POUCE CHF
MTTEAMRE: CIRCULATION ELEMENT UPDATE FELE ❑ um DIR
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Dear Mayor and City Council Members:
The San Luis Obispo Chamber of Commerce provides the following recommendations
for the September 27 Circulation Element hearing. For your convenience, the Chamber
provides its comments in sequence, and according to sections and policy numbers
within the draft document. Further,Chamber comments are limited to the topical areas
identified in the hearing schedule: trip reduction programs, transit, and bicycle and
walking programs. RECEIVED
Page EgLic
:y section SEP_ 2 6 1994
p. 11 INTRODUCTION SAN wls OBINSPO,CA
Comment: The Chamber believes that this introduction is negative in its
tone and therefore prefers the Planning Commission language.
1.3 Employment Trip Reduction .
Comment: The Chamber believes that meeting transportation goals will
require both incentives and involvement by the community at large.
Since about half of the trips generated within the City are not related to
school or jobs, it makes sense to involve the whole community. Thus, the
Chamber recommends that the section's heading "Employment and
School Trip Reduction"be changed to Community Trip Reduction.
Recommended Language:
Employers and the community are encouraged by the use of incentives and
education to participate in a variety of trip reduction programs.
ACCREDITED
CNAYBER OF COAtiE11CF
•-i or.n auvs
1
1.5 Recommendation: Remove Policy 1.5 since it is confusing and unrealistic.
In fact, it could actually be counter-productive on the basis of
discouraging good development in the in-fill areas and pushing it out to
the outlying areas. This contradicts compact urban form, creates urban
sprawl and further contributes to air quality and congestion problems.
p. 12 1.7 Recommended language:
The City will support and cooperate with the County Air Pollution
Control District's and other agencies' efforts in establishing voluntary
county-wide trip reduction programs. Trip reductions should be all trips
generated rather than just employer based trips.
1.8 Recommended language:
The City recommends that county-wide trip reduction programs meet state and
federal goals.
Comment: This language is consistent with the goals and objectives
approved by Council at the September 13 Circulation hearing.
1.11 Recommended language:
The City will work with the community, area employers, Chamber of Commerce
and other local transit agencies to support a voluntary trip reduction program,
with progress to be annually reviewed, and accomplish the trip reduction
objectives.
Comment: Regarding the AVR Achievement Schedule, the Chamber
recommends removal of the chart and replace with state and federal clean
air and congestion management criteria (as Council approved at the
September 13 Circulation Element hearing).
1.12 Comment: Any language that Council adopts should consider working
parents, car pools, and student personal safety.
1.13 Comment: The Chamber believes that measurement should not be based
on employment AVR. The Chamber prefers city staffs recommendation
on page 11 of the attached issues paper, with the following modifications.
Recommended Language: (as adapted from staff's,issues paper, p. 11)
The City will work with the community, area employers, schools, business
organizations and traffic generating sites to support a voluntary trip
reduction program. The program will be structured as follows:
A. The City will participate in a baseline commuter survey to determine
AVR levels and will participate in annual surveys to document
community progress in trip reduction efforts.
B. The City will offer assistance to employers in preparing plans to
reduce automobile dependency of their work forces.
C. If meaningful progress is made toward achieving AVR targets (a
10% or greater increase in AVR of the community), the voluntary
participation program will continue.
Comment: Since the Chamber's recommendation encourages the city to
participate with existing agencies, staffing requirements would be
minimized.
p.14 2.8 Comment: Decisions have already been made regarding a future multi-
modal center which is consistent with the downtown concept plan Since
the City is currently in negotiations for a multi-modal site,we believe the
Council should continue to pursue this concept instead of the closure of
Palm or Osos streets as listed in Policy 2.8.
2.9 Comment: This policy should deleted from this document, and should be
left as a policy decision at the management level.
3.2 Comment: The document should express support of Cal Poly's efforts to
encourage bicycle ridership.
p.15 3.6 Comment: Pedestrians often feel a greater sense of security and safety
when there is curbside.parking present. This is a pedestrian security'
issue.
Recommendation: The Chamber supports the original Planning
Commission language.
3.10 Comment: The City should support students and employees of Cuesta
College and Cal Poly, as well as employees at the Men's Colony in their
efforts to encourage bicycling.
3.13 Comment: The Chamber supports the Planning Commission language.
Since the City is currently undergoing negotiations for this right-of-way,
the Circulation Element should not encumber this process.
3.14 Recommended Language:
The City will give priority to ongoing maintenance of bicycle lanes and paths or
other public bicycle facilities.
3.16 Recommended Language:
The City should cooperate with the County in establishing bike routes consistent
with the Bicycle Transportation Plan.
4.1 Comment: The Chamber recommends the original Planning Commission
language which is consistent with bicycle policy 3.1.
The San Luis Obispo Chamber of Commerce urges your close attention to our previous
comments and recommendations on trip reduction. It is only through community
participation, voluntary programs, viable transportation options, and true incentives
that the transportation goals of clean air, reduced congestion, and traffic calming can be
accomplished. Being mindful of our quality of life and the need to provide accessibility
throughout our community,we must entice our citizens through community wide
incentive programs. Policy and programs must include enhanced transit alternatives
which will provide adequate choice and the movement away from the single
occupancy vehicle. Please consider these ideas and comments as you move forward in
creating solutions regarding our community's transportation needs.
Sincerely,
John Ewan, Chair
Clean Air/Circulation Task Force
San Luis Obispo Chamber of Commerce '
William A. Thoma, Vice President
Legislative Division
San Luis Obispo Chamber of Commerce
S -- P - 27 - 94 TUE 0 : 00 SAN LUIS O B I S P O C A O P . 0 1
MEETING AGENT A 7COUNCIL Eff1CDD DIR
DATE ITEM #-- _ J'CAO ❑ FIN DIR
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September 26, 1994 SEP 2 1994 Gr/CLEPWOMG ❑ POLICE CHF
❑ IAGMT TEAM ❑ REC DIR r
CITY CLERK ❑ C READ FILE 0 UTIL DIR !
TO: Terry Sanville OBSFjO. ,, F,�` ,I ❑ PERS DIR
T• �,rlVll e'.
From: Allen Settle J. Mar&-Vs I le—
Subject: Circulation Element Trip Reduction Policies and
Programs.
I will be suggesting to the council the following for
consideration and adoption. I would like your comments
and suggestions.
I have removed school trip reduction as I do not believe it
has any community support (sec, 1.6 and 1.12) and modified
the AVR to apply to those with over 100 employees so as not
to restrict smaller business owners. These changes pertain
to pages 11 and 12 of the document. Please feel free to call.
cc: John Dunn
SEP - 27 - 94 TUE 0 : 01 SAN LUIS O B I S P O CAO P - 01-
CIRCULATION
- 01_CIRCULATION ELEMENT: TRAFFIC REDUCTION
POLICIES AND PROGRAMS
Trip Reduction
Policies:
Trip Reduction
1.1. The City should support county-wide and local programs that
substantially reduce the number of vehicle trips associated with
employees.
1 .2 The City will advocate flex time programs and alternative work
schedules where they reduce peak hour and gross traffic levels.
The City will institute these programs for its work force.
1.3 Employers should participate in trip reduction programs
1.4 The City should establish programs that reduce the demand for
downtown parking in a way that does not damage the downtown's
long-term economic viability.
Programs
1.5 The City will support land cooperate with the County Air
Pollution Control District's and other agencies' efforts in
establishing county-wide trip reduction programs.
1.6 The City recommends the county-wide trip reduction programs -
include an Average Vehicle Ridership (AVR) of 1.7 or larger.
1.7 The City will support aggressive efforts of the Air Pollution .
Control District to establish trip reduction programs that affect
downtown employers, Cal Poly, Cuesta College, and the California
Men's Colony.
1.6 City government will adopt an aggressive trip reduction plan
for city employees with a AVR goal of 1.7 by 1996, and 3 by 1998s
with a 25% modal shift to bicycle and walking by 1998. The City
will provide discounted transit passes and other incentives such as
facilities for bicyclists and walkers.
1.9 The City will work with area employers, the Chamber. of
Commerce and BIA to accomplish the following trip reduction
objectives.
SEP - 27 - 94 TUE 0 : 02 SAN LUIS O E I S P O CAO P - 02
AVERAGE TRIP REDUCTION RIDERSHIP (AVR)
ACHIEVEMENT SCHEDULE
Greater than 100 employees AVR Target
1996 1.5
1997 1.6
1998 1 .7
2.0 All employers and employees should be encouraged to
develop plans for car pools. Small businesses are encouraged to
meet with other nearby businesses to coordinate plans for car
pools.
MEETING 9 AGENDAov
1. _: ®
DATE� =,�ITEM #-
SEP 2 i 1994
MEMORANDUM {r_.p.;;!;v;
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TO: Mayor Pinard
Council member Rappa, Roalman, Romero, and Settle
FROM: BIA Board of Directors
DATE: September 26 , 1994
RE: Circulation Element
The B.I.A. Board of Directors thanks the Planning Commission and
The Environment Quality Taskforce for their time in evaluating
the Circulation Element of the General Plan. We agree traffic
reduction is important for the future of San Luis Obispo to
maintain it's overall envisioned character. We do have some
areas of concern with regards the economic viability of our
downtown.
First, under Employment Trip Reduction, 1 .4, page 11 states "the
City should establish programs that reduce the demand for
downtown parking in a way that does not damage the downtown's
long-term economic viability. " The implied target of reduction
is the consumer. The downtown must be consumer friendly. The
downtown and City should have a common goal of welcoming the
consumer to our streets. The more people downtown, the more
money spent, the more revenue produced. We must be careful not
to reduce the demand for consumer parking. Bottlenecks downtown
are mainly due to the number of downtown employees that drive the
downtown streets during peak hours. Control this congestion
through employers, not at the expense of the consumer. Encourage
employers to have their employees park in places other than the
downtown core, thus free more valuable parking for the consumer
and cut down peak downtown traffic congestion. We ask you change
the verbiage of 1.4 to read "The goal of the City shall be to _
encourage employers to insist that their employees not take up
valuable consumer spaces during normal retail hours, and that the
employer establish programs for ridesharing, walking, bicycle'
riding and using the City's transit system. "
Second under Employment Trip Reduction, 1.51 page 11 states all
developments will be required to pay a traffic impact fee
enabling two times the number of trips to be reduced as
generated. We see this as a possible negative in maintaining a
low vacancy and would like the statement to include: "as long as
it does not impact the orderly infill of the BIA core. "
Bicycle Transportation Policies, 3. 4 on Page 15. ' A clear
definition of "new development" has not been made. Bike lanes
and paths, secure bicycle storage, parking facilities and showers
may not be necessary for all new development. We suggest using
"should" rather than "shall" so the City has the flexibility to
make a case by case determination.
We adamantly disagrees with 3 .6 of Bicycle Transportation
Policies on page 15. Safety of bicycle, vehicle or otherwise is
of primary importance, that is why we applaud the concept of
textured crosswalks and landscaped bulb-outs in the downtown as
discussed in B of 4. 54 of Walking Policies on page 17 . However,
taking away any parking for any reason in the downtown impairs
the pedestrian friendliness of our streets. The creation of bike
lanes and transit stops should not have a higher priority over
curb-side parking. The reduction of parking hurts the economic
viability of downtown and inturn the merchants livelihood. We
urge you omit 3 .6 in its entirety.
The BIA board of directors favors "traffic calming" through bulb
outs and textured crosswalks; we support the maintenance of a
downtown shuttle service; we encourages comprehensive marketing
and promotion programs to educate the public; we believe we
should all do our part by ride sharing, using public
transportation, walking and riding a bicycle when possible.
However, when even one parking space is taken away, or the public
is asked to "reduce the demand" for downtown parking it
translates to the consumer, local or visitor, shop where it's
more convenient, eat a meal in a place more accessible and
consult with a service more approachable. We cannot afford this
negative image.
Thank you for listening.
,.
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Dear Ms. Rappa, T or/
997,ya,,, y/ll0
I wanted to take this opportunity to let the SLO City Council know
about the progress of Ride-On' s Transportation Management
Association (TMA) . I have reviewed the proposed Circulation
Element and I feel your staff is not aware of the potential role of
the TMA. The TMA is a voluntary effort to reduce traffic
congestion and air pollution through a community effort to increase
the use of alternative transportation services (transit, carpool,
vanpool, bicycling, walking, etc. ) . Our entire county needs to
work together to change our commuting habits, not just the
employers. Ride-On' s TMA is currently in the second month of its
two year work plan. I have enclosed a copy of the workplan to see
the transportation options the TMA can offer to the citizens of SLO
City and the entire county. Caltrans is providing $75, 000 of seed
money to support the establishment of a TMA with a fleet . Many of
the services listed in the work plan are available now.
Ride-On's TMA is a nonprofit entity under United Cerebral Palsy,
whose mission is to promote the reduction of single occupancy
vehicles. We hope your council will support the voluntary programs
offered by the TMA and instruct your staff to become more involved
on the TMA Steering Committee. we hope the City of San Luis Obispo
will set a good example for employers by joining the TMA and
participating in our Emergency/Guaranteed Ride Home Program. The
TMA alone will not solve the entire problem, but our organization
can lead the way to an effective, voluntary program to reduce the
number of vehicles on our roads. Please feel free to call me at
541-8751 if you have any questions about the TMA.
Sincerely,
FULL COUNCIL Has RECEIVED
Mark T. Shaffer RECEIVED THIS DOCUMENT UP 2 2 IVY4
Director
Cr7Y COUNCIL
sat+ LUIS 0315P0.
1160 Marsh Street. Suite 208 San Luis Obispo. CA 93401 - (805)541-8747 - FAX (805) 543-2045
09-27-1994 12: 12PM COUNCILWOMAN RAPPA 005 701 7110 P.03
1994-95 RIDE-ON TMA WORK PLAN
NIISSION
Ride-On TMA will direct its activities in accordance with the mission statement as reviewed and approved
by the TMA Steering Committee and Board of Directors:
Working collectively to study, promote and implement creative solutions to transportation and
mobility issues concerning employers, government agencies and individuals in San Luis Obispo
County.
The TMA will fulfill the mission through the definition of specific goals and the implementation of
strategic activities and services.
1994 Goals
I. Increase the availability and awareness of alternative transportation services.
A. 1. Develop and implement the following services during the First Quarter:
Emergency/Guaranteed Ride Home Program - Businesses or individuals will
pay a base fee to sign up for this service which will provide a ride home in the
event of an emergency or a need to work later than scheduled. The riders also
will be charged a fee for the actual ride home, which will be provided by using
the Ride-On fleet.
Commuter Vanpool Program-Coordinate the placement of riders on commuter
vanpools with the rider paying a monthly fee for the service. Ride-On will
establish vanpool routes based on survey results of employers and their
— employees' preferences. Ride-On also will assist with established vanpool
programs by offering to integrate them into Ride-On's vanpool fleet management
system. Placements will be coordinated with SLO Regional Ridesharing, which
will make referrals for vanpool seats.
Special Event Transportation - Ride-On will provide shuttle transportation for
special events on a fee per event basis. The fee will include vehicle and driver
for the event.
Medical Transportation-Doctors and medical complexes will pay monthly fees
to transport patients to their offices and complexes. Their scheduling staff will
set up appointments for patients who need rides at specific times of the week.
Ride-On will provide the trip for a fare.
Van Driver Training - Ride-On's driver trainer will come to the work site to
train employee drivers for vehicle safety.
Page 1 of 9
09-27-1994 12: 14PM COUNCILWOMAN RAPPA 805 781 711E P.02
Wheelchair Rider Transportation - Service will be offered for hotels and
restaurants to bring patrons in wheelchairs to the facilities.
2. Develop and implement the following services during the Second Quarter
ETC Contract Ser-vices - The TMA will provide ETC services on contract to
employers who are willing to pay for it but do not want to increase the size of
their staff. The TMA will bill employers the total hourly cost for the service.
Lunchtime Shuttles - Restaurants or businesses will sponsor lunchtime shuttles
for a day from an outlying employment center(such as the South Higucra Street
business park area of San Luis Obispo) for a daily rate. The fust stop of the
shuttle will be the sponsor's location, and riders can request secondary stops
downtown.
Tourism Shuttle Program - Hotels and wineries will pay a monthly fee to be
placed on the ride-On TMA Shuttle Loop. Ride-On TMA will provide
"passports" to each establishment participating in the program. The passport will
provide tourist transportation information to wine country, the beaches and other
destinations, listing transit routes, taxi information and Ride-On TMA shuttles,
which can be booked directly through the TMA. Shuttles will be made available
during the non-peak mid-day period.
Section 181 North Coast Route - Ride-On TMA will provide two rotund trips a
day linking SLO County Airport, the Amtrack terminal. the Greyhound Depot
and the Regional Transit Center with Morro Bay, Cayucos, Cambria, San
Simeon and Hearst Castle. The Ride-ON TMA vans will drop off riders at their
destinations for a fee.
3. Develop and implement the following services during the Third Quarter
Airport/Railroad/Greyhound Shuttle Service - Expand the North Coast Route
type of service to the South County and North County.
Feeder Vanpools to Transit Routes - Ride-0n TMA will travel through
communities picking up riders and shuttling them to the nearest CCAT bus stop
to take a btu to work. Vans also will pick up riders when their bus returns in the
evening. Fares will be charged to the riders.
Park and Ride Lot Shuttles -Ride-On TMA will establish routes along Park &
Ride Lots at times when CCAT buses are not scheduled to serve the lou. The
riders will be charge a fare.
Designated Driver Vanpool Program - Ride-On TMA will be available to
transport groups to locations which serve alcohol and then return groups home.
This program will serve groups which cannot assign their own designated drivers
or which need many vehicles to transport large groups. Another aspect of this
Page 2 of 8
09-27-1994 12: 14PM COUNCILWOMAN RAPPA 805 701 7110 P.03
program will be to establish a loop of restaurants and bars which would sponsor
door-to-door shuttles between the homes of patrons and the business
establishments. The riders will pay a fare.
4. Develop and implement the following services during the Fourth Quarter
Evening and Weekend Transportation-Ride-On TMA will establish van routes
to provide evening and weekend scheduled transportation. Riders would need to
support the routes with higher fares than current bus fares.
B. Advocate for improved public transportation services and facilities.
C. Increase the number of carpool users by coordinating efforts with SLO Regional Ridesharing.
D. Participate in promoting bicycling and walking as commute options with SLO Regional
Ridesharing, SLO County Air Pollution Control District, City of San Luis Obispo, County of San
Luis Obispo and any other agency which provides and promotes bike and walking commute
options.
E. Participate in other local transportation groups.
H. Increase employer/employee awareness of the need for alternative modes of transportation. This
will be accomplished by working in close concert with the SLO Regional Rideshare Program, the
SLO County Air Pollution Control District and other TDM agencies on all aspects of public
awareness and marketing in order to avoid duplication and increase efficiency of existing
employer/employee outreach efforts. These agencies will market and promote the TMA as a part
of their regular marketing of all modes of alternative transportation. Therefore, cooperation and
partnerships between the TMA and these agencies is assured. Distribute news releases when
appropriate.
A. Create a marketing/promotions committee to oversee plans to increase employer/employee
awareness.
1. Coordinate marketing efforts with the SLO Regional Rideshare Program, which will
be referring employers and individuals to the TMA for vanpool placements, shuttle
programs, special event transportation and other services.
2. Coordinate employer outreach efforts with the APCD with regard to its commute
alternatives rule and its voluntary trip reduction program for smaller employers.
3. Coordinate public outreach efforts with the SLO Council of Governments with regard
to its Congestion Management Program.
B. Increase employer awareness
I. Participate in workshops to explain and assist employers with either mandatory or
Page 3 of 8
09-27-1994 12:15PM COUNCILWOMAN P,APPA 805 701 7110 P.04
c
voluntary commute alternatives rules, in cooperation with APCD, SLO-COG and other
appropriate agencies.
2. Produce a TMA newsletter.
3. Provide information updates on an as-needed basis to employers.
C. Increase employee awareness
1. Provide information displays to employer sites on a rotating basis.
2. Provide printed materials to be handed out to employees.
3. Participate in promotional events (California Rideshare Week, Bike Fest, Clean Air
Week, Earth Day, etc.).
M. Baseline Commuter Survey - Using a contracted consultant after an RFP process, conduct
baseline survey of all employers in the county with 10 or more employees in order to determine
current mode choices, which alternatives employees prefer and what incentives they need to make
the switch away from SOVs.
1. Complete survey setup-In this task, the project team will develop methodology, set
up all procedures, and order appropriate supplies to conduct the survey. To gather project
support(and increase the response rate), the team will conduct a pre-survey meeting with
the TMA Steering Committee. To increase TMA visibility, increase employer and
employee participation and add credibility to the survey effort, it is important for the
TMA to lead the employer outreach section of this task. This approach allows the TMA
to lead the survey process, with the consulting team as the support staff.
— 2. Mailing - Survey forms and return envelopes will be mailed to employment sites.
Survey forms will be hand delivered to large employers such as PG&E, SLO County,
French Hospital Medical Center, and others. ,
3. Tracking - To increase the response rate and ensure timely return of the survey
instrument, the project team will track the responses and follow up with major
employers.
4. Data Processing - After receiving the surveys, the team will code and enter all the
data. This is the mon time consuming and costly task.
5. Manipulation of Data - The project team will tabulate the data and create various
tables, graphs and charts for inclusion in the draft report.
6. Draft Report - The project team shall submit a draft report for review by the TMA
Steering Committee, SLO Regional Ridesharing, SLO County APCD, SLOCOG,
Page 4 of 8
99-27-1994 12: 16PM COUNCILWOMAN P,APPA 895 731 7110 P.O?
Caltrans and any other agency which is interested in the baseline data. The draft
commuter baseline report will consist of methodology, bullet points. tables. charts and
graphs. The report will include an analysis of data pertinent to the TMA, and a diskette
of the coded data can be provided to other agencies and entities.
7. Final Report - The team will produce three copies of the final report and a diskette
with the codes data and data manipulation.
IV. Monitoring and Evaluation Program - Such a program is vital to evaluate the effectiveness of the
activities and services of the TMA to ensure the long-term success of the organization. There will
be two elements of this program.
1. Annual Commuter Survey- Using the original baseline survey as the starting point for
measuring SOV behavior and alternative commute patterns, the TMA will conduct an
annual commuter survey using similar or modified methodologies to determine any
changes in such behavior. This survey will be conducted in cooperation with the SLO
Council of Governments, which is responsible for managing the Congestion Management
Plan. Funding will be provided by the SLOCOG and other public agencies interested in
the results of measuring commute behavior annually.
2. Ongoing TMA Ridership Tracking - Ride-On TMA is able to keep daily logs of each
and every vehicle it uses to deliver people to and from their destinations.These ridership
figures will be tracked according to zip code origin and destination, service program
mode (such as commuter vanpools, mid-day shuttles, medical shuttles, etc.) and by
individual employer. These figures will be charted quarterly and annually, not only to
determine increases and decreases in ridership, but also to help determine which services
are working and need enhancement, and which are not succeeding and need to be
modified. The threshold for success or failure will be determined by the TMA Steering
Committee, in cooperation with affected agencies.
V. Increase membership
1. Develop a membership committee
2. Use the Commute Alternatives Rule, the Congestion Management Program, the
APCD's voluntary trip reduction program and the SLO Regional Rideshare Program's
employer outreach program as membership recruiting tools.
3. Set a goal to increase membership by a certain percentage.
Vi. Increase commitment and willingness of members
1. Get membership involved by forming working committees. (i.e. membership,
transportation service task force, promotional events, finance, etc.).
Page 5 of 8
69-27-1994 12: 16PM COUNCILWOMAN RAPPA 065 701 7110 P.05
2. Hold bi-monthly ETC networking meetings.
3. Hold annual meetings.
VII. Financial Stability
1_ Finance Committee to create a short- and long-term financial plan consistent with the
goals and objectives of the TMA.
2. Increase membership.
3. Increase public's use of TMA transportation services and thus, increase farebox
revenue.
4. Pursue all available grant monies.
S. Continue to work with developers to increase membership requirements in CC&R's
and leases.
6. Pursue TMA participation by local retail outlets throughout the county.
VIII. Budget (see following page)
Apo
T� p!�
Page 6 of 8
"ET
DATE!?N
ITEM #A�_
DL POLY
September 27, 1994 F'"' Cf COUNCIL Id'CDD DIR
6C AO ❑ FIN DIR
,2,�CAO ❑ FIDE CHIEF
ATTORNEY DIR
Rr�CLERKCS.IG ❑ POLICE CHF
0 MGMT TEAM ❑ REC DIR
"❑ C.READ FI'_E ❑ U IL DIR
Peg Pinard, Mayor I:
City Hall " ❑ ?E;s DIR r
990 Palm Street
San Luis Obispo, CA 93401
Dear Mayor Pinard:
In reviewing the August 1994 Draft Circulation Element recommendations, I believe there are
several items which are of concern to the University. In general, the draft proposes a
cooperative, joint effort by the City, University and others (Transportation Goal #7); however,
several proposed policies and programs either do not recognize current programs of the
University or are too specific and binding in their language regarding the University.
Our specific concerns include the following under the TRAFFIC REDUCTION, POLICIES
AND PROGRAMS section:
1. Employment and School Trip Reduction, Programs. 1.12. The draft states
that the City will work with the University to design and implement a program to
eliminate student drop-offs at the University. Further, the Ciry should enter into
discussions with Cal Poly to restrict parking in preferred lots to cars with multiple
occupants. The "drop-off" method of transit to the University is non-existent or
minimal when compared to students of primary and secondary schools in the
community. The University has in place a comprehensive Commuter Services
program working closely with the Air Pollution Control District on the
implementation of Traffic Reduction measures as well as with the newly formed
Transportation Management Association. The inclusion of a specific parking
management strategy, which may have CSU systemwide implications, seems
inappropriate in a city circulation element plan.
2. Transit Service, Policies, 2.4. The draft states that the City should continue to
work with Cal Poly to maintain and expand the "no fare program"for campus
service, and Cal Poly should continue to provide financial support. The
University's Commuter Services program will continue to address student, faculty
and staff transit needs. Maintenance, expansion and continued funding of a
current program is too binding on the University...and such direction is not
appropriate as a part of a city's circulation plan.
SEP 2 i 1994
CITY CLERK.
nR!Snn
3. Bicycle Transportation, Policies, 3.2. The draft stares that bicycle ridership for
Cal Poly students should comprise at least 33/ of all student trips by the year
2000. This statement is too binding on the University and such direction is not
appropriate as a part of a city's circulation plan.
4. Bicycle Transportation, Programs, 3.8. The draft states that Cal Poly should
be encouraged not to issue vehicle parking permits to freshman students or to all
students,faculty and staff who live within a two mile radius of the campus. The
inclusion of a specific parking management strategy which may have CSU
systemwide implications seems inappropriate in a city circulation element plan.
5. Bicycle Transportation, Programs, 3.10. The draft states that Cal Poly should
be requested to adopt a bike plan that shows the location of all on-campus bike
lanes and bike storage areas and include programs that encourage the use of
bicycles. The University's Commuter Services program has initiated a bicycle
advisory committee which is working together with the Public Safety Advisory
Committee to address campus bicycle program needs. This statement is too
binding on the University and such direction is not appropriate as a part of a
city's circulation plan.
6. Bicycle Transportation, Programs. 3.11. The draft states that in cooperation
with the Ciry, Cal Poly should be requested to revise its Campus Master Plan to
deemphasize the use of automobiles and promote the use of alternative forms of
transportation. The University has begun a comprehensive master plan review
and will be specifically addressing a wide variety of planning elements supporting
the campus programs. University Master Plan Circulation Element considerations
include the deemphasis of automobiles on campus and will address reduction of
single occupant vehicles and incentives for alternative transportation. As this is
a program of the University, it seems inappropriate for specific inclusion in a
city's circulation plan.
We appreciate the opportunity to provide input to the circulation plan, and we hope the ultimate
language of the plan can accommodate the concerns detailed above. The University wishes to
continue to work cooperatively with the City on air quality and circulation improvements which
affect both entities. We look forward to additional dialog, joint planning and implementation
efforts.
Sincerely,
C.rJ
F Lebens
Vice President for Administration & Finance
cc: R. Koob, R. Kitamura, J. Risser
MEETINGG q AGENDA
REM
SLO ASSOCIA1 WN OF MANUFACTURERS W
979 Osos, Suite F San Luis Obispo, CA 93401 (805)545-8887
COUNCIL CDD DIR
N
September 23, 1994 9�4 LeCAO 0 FIN DIR
C
-SEP 2 1 -f
.. RrACAO AE CHIEF
T 0�'-Y PlAt DIR
imV( T1O.. C.y
'.,;Ti CL P' '
C POLICE CHF
CLERKIO�Ri` L
Honorable Mayor and Councilmembers [3 MGM.T TfiekNpl 0 REC;DIR
i
City of San Luis Obispo y [3 C BEAD F!--E UTIL DIR
990 Palm 1l,E 0 PERS DIR
San Luis Obispo, CA 933401 T 5anvill.c.
J-Ma,-JevIt1r-
Dear Mayor Pinard and Councilmembers:
The San Luis Obispo Association of Manufacturers and Distributors has several serious
concerns with the draft Circulation Element currently under review. A number of the
proposals made by the EQTF, if implemented,would threaten the healthy operation of
our member businesses. In the past you have shown support for our companies' presence
in San Luis Obispo, and we hope that same support will continue as we all work together
to implement a reasonable Circulation Element.
Specifically, our concerns are as follow.
Page 11, Policy 1.3 EQTF suggestion of mandatory participation in trip reduction
programs.
We oppose the implementation of mandatory trip reduction programs, and request having
the opportunity to create needed programs on a voluntary basis. Our companies are
keenly interested in preserving the local environment and feel our operations in SLO are
of benefit to the community. A voluntary program represents the spirit of cooperation
we have demonstrated in the past, and is the appropriate method for generating the
changes needed for the future.
Page 11, Policy 1.5 EQTF suggestion of new development paying traffic impact fees at
twice the rate of the impact generated.
The SLO-AMD opposes this suggestion for its overt inequity to local business. There is
no meaningful rationale offered for the proposal, and it is simply unfair. The suggested
policy punishes business, and, if implemented, absolutely jeopardizes our companies'
ability to expand. The suggested policy is unreasonable and unwarranted.
: 4
Page 12, Policy 1.8 EQTF suggestion of increasing target A VR_from 1.6 to ].7
This suggestion appears to be an arbitrary one with no background as to the practical
implications of its implementation. We suggest that no one in San Luis Obispo can
honestly understand the uegree of difficulty that a 1.6 or 1.7 AVR target represents. We
have very little practical experience in understanding these kinds of figures, and to simply
raise the number beyond the original expectation is punitive and unreasonable. We
believe it is imperative that a program be implemented which is both reasonable and
attainable.
Page 12, Policy 1.13 EQTFsuggestion that all employers/employees be required to
develop rideshare and other plans.
Programs like these should be voluntary and developed with incentives to make their
implementation attractive to participants. This should not be the singular responsibility
of business. A better approach is the development of programs with government in
tandem with business and other interests (i.e., free bus ridership for Cal Poly; free parking
in parking structure for carpoolers, etc.)
Page 25, Policy 8.1 EQTF suggestion that significant development be disallowed if it
generates additional trips and/or changes air quality and level of service.
This suggestion, if implemented, would prevent our businesses from growing. The
proposal is tantamount to a development moratorium, and shows utter disregard for our
companies and the economic benefits we bring to San Luis Obispo along with our
environmental sensitivity. We will make every effort to comply with reasonable trip
reduction requests, but the inclusion in the element of language such as that suggested is a
slap in the face of respectable business. Virtually every commurdty leader in San Luis
Obispo speaks to the need for good jobs. Our businesses can provide those jobs, yet here
we are faced with a policy document that makes such progress unwelcome and
tremendously difficult. Where is the balance?
The above points are the specifics of our concerns. We would add to that our
consternation that the trip reduction discussion never acknowledges the fact that many of
our larger employers' workers work in shifts. A company with 50 employees arriving at 8
a.m. is far different from a 50 employee company whose workforce covers three shifts
during a 24 period. Omissions like these lead us to fear the specific needs of
manufacturers and distributors have not been considered in the document draft. We ask
you once again to take care to adopt a document which truly represents our community
and the community's interest in having businesses like ours as part of its landscape, and
one which is consistent with the recently adopted LUE. We will be happy to work with
you on developing any needed programs.
Best regards,
Maggie Cox
Association Coordinator
P: ❑ COUNCIL D CDD DIF ARFETIN AGENDA
Q CAO ❑ FIN DIR - .fE 9 ? QY TEM #
LTACA0 ❑ FIRE CHIEF ��a°""`'y''
C3 ATTORNEY 52/,P4'J DIR
September 26, 1994 E'(CLERKIORIC ❑ POLICE CHF SEP 2 '. 1994
❑ MGMTTEAM ❑ REC DIR
❑ C READ FILE ❑ UTIL DIR
rl_R-FISC _ ❑ PERS DIR F IISOb:1 �' 1
MEMORANDUM
T JA7Ville_
J Ma.vde-iiIle
TO: City Council
VIA: John Dunn, City Administrative Officer SEP 2 1994
CITY CLE.-ii,
FROM: Mike McCluskey, Public Works Director `�R
SUBJECT: Pages 11-17 of the Circulation Element
The City Council asked that I prepare a memo on my thoughts on
Pages 11-17 of the Circulation Element for their information during
their upcoming meeting on September 27, 1994 . Herein follows those
comments.
1. Page 11, Introduction. I believe that the word "severely"
unduly sets a negative tone for the document.
2. Comment on the "Employee Trip Reduction" section is that,
"language which is mandatory in nature does not reflect the
will of the community to be cooperative and work together to
achieving solutions" .
3. Policy 1.2 includes the statement, "and gross" traffic levels.
This addition would negate the ability to do traffic demand
management wherein office hours, business hours, etc. could be
changed so as to provide relief from congestion. I would
suggest language that would be "and/or gross", thus giving the
City flexibility in its traffic management systems.
4 . Policy 1.5. Whereas the Water Retrofit Program can be easily
calculated, such a program to reduce traffic in a 2-1 ratio
would be very hard to calculate accurately or to effectively
be able to show a nexus in which to pay the fees.
5. Comment on "School Trip Reduction" is likewise mandatory, and
not cooperative, and would meet with tremendous resistance in
the community.
6. Comments on Page 12, Policy 1.10. Other than the fact that
this document singles out City employees as differentiated
from all other employees, this policy takes away City Council
authority to make decisions by mandating Council actions via
this document. I feel the document should not dictate to the
Council's future actions.
Circulation Element
Page Two
7. Program 1.11. The Circulation Element, being a 25 year
program, envisions the goals of achieving various levels of
congestion, air quality, transit ridership, etc. in a 25 year
period. Only in Section -1. 11 do we mandate something less
than the 25 year period. Once again, the language is near
mandatory and goals are set which must be accomplished, with
the danger of non-accomplishment causing violation of an
adopted Circulation Element. Violation of the adopted
Circulation Element in turn could lead to litigation claiming
no further programs can go forward until in compliance with an
adopted Circulation Element. Whereas the Planning Commission
version supported a program, the EQTF version states that, "we
will accomplish" . I would suggest language that is more goal-
oriented with time frames that will not bring into effect
mandatory programs until we have had a chance to work within
the community and develop consensus.
8. Programs 1.12 and 1.13 are mandatory and all-inclusive and
again, in my opinion, do not reflect the values of the
community which work towards consensus and cooperative work
efforts.
9. Comments on Page 14, Section 2.8. This recommendation negates
former City Council decision making processes. If adopted,
these decisions would be reversed without the ability for
public input.
10. Section 2 .9. The language should be reflected as a goal
rather than "will include" . According to the Transit Manager,
multi-site bus systems are not efficient in terms of both
capital cost and operations cost. Although there is a
negative perception of buses running empty, buses in fact' run
less empty than those of the Regional Transit Agency.
11. Page 15, Program 3.8. Traffic engineers use the common
standard that the vast majority of Americans will walk to work
within a 20 minute time zone, as well as bicycle, therefore I
would suggest that Section 3 .8 and Section 4 . 1, on Page 16, be
consistent with each other as suggested by a speaker at the
first meeting to be a 20 minute radius of the campus.
12. Page 16, Section 4. 1. Once again, I suggest a 20 minute
radius be inserted as the correct language.
P9sc1rce/mm3
'.k - ' a.' , Tom ' ,.,...
San Luis Ob.�po Council of ,overnments
RegioRegional Transportation PlanningAgency 'x"�+�deo
nalg J Grover Beach
Metropolitan Planning Organization . Morn°Bas
Paso Robles
Pismo Beach
Congestion Management Ag ounlct,„Lu;s
ML
MEETING AGENDA MACAO 0 FIRE 0 FIN DIR
September 23, 1994 DATE ?-47— 9H ITEM #o.L___ RrATTORNt:S' PLV DIR CHIEF
CYCLERKRSAlG O POLICE CHF
Michael McCluskey, Public Works Director 0 MGWrI.EAM D REC DIR
City of San Luis Obispo 0 CR D-PILE 0 UTIL DIR
955 Morro Street 1 O PERS DIR
San Luis Obispo, CA 93401
Subject: Draft Circulation Element w/Environmental Quality Task Force (EQT
Recommendations
Dear Mr. McCluskey:
The purpose of this letter is to provide our comments on the Draft Circulation Element for your
reference during the upcoming City Council hearings on the Circulation Element. We have also
included our comments on the first section of the element which was reviewed by the Council at
its meeting on September 13, 1994. Our comments are based on the goals, objectives, and
policies contained in the 1994 Regional Transportation Plan (RTP) update, and the recently
adopted Congestion Management Plan (CMP).
While we support most of the goals, objectives, policies, and programs included the plan, there
are some we-have concerns about regarding their scope, direction, and applicability. A major
concern we have with the plan is that it does not adequately recognitive the importance of
balancing employment growth with increased housing. This is important due to the impacts that
City policy in this regard has on regionwide Vehicle Miles of Travel (VMT), Average Daily Traffic
(ADT), and Level-of-Service (LOS). It is critical to link land use and transportation planning, and
the City should not expect to be able to control traffic congestion by relying entirely on demand
management programs and a modal shift strategy. The following comments are intended to
identify those proposals we strongly support and those for which we recommend changes.
Transportation Goals:
Page 6 Goal#1 -We support the Council action not to adopt the Environmental Quality Task
Force (EQTF) recommendation to reduce motor vehicle traffic levels, using Average
Daily Traffic (ADT) and Vehicle Miles of Travel (VMT), back to 1988 levels. It is virtually
impossible to establish an accurate technical basis for this action due to the lack of
data necessary to estimate either VMT or ADT for the entire street system. Even if it
were possible, attempting to retroactively roll traffic back to 1988 levels is impractical
and inadvisable. We agree that the goal should be to maintain the rate of growth in
ADT and VMT at the same rate as the growth in population, consistent with the Clean
Air Plan (CAP).
Page 6 Goal #7 - Coordination of transportation planning with other agencies must include
the San Luis Obispo Council of Governments (SLOCOG), the transportation planning
and programming agency for the region. R S C r i V rxP_,�
' SEP 2 6. 1994
Cm CLERK
1150 Osos St. Suite 202, San Luis Obispo, CA 93401 ♦ Tel. (805) 781-4219 Fax. (805) 781-5703
Transportation Objectives:
Page 7 Objective #2 - Reference to the San Luis Obispo Regional Transportation Agency
should be changed to the San Luis Obispo Council of Governments (SLOCOG).
Page 7 Objective #3 - We support the Council change for the target date for completion of
the bikeway network to the year 2000. We also support the proposed annual review
of progress to meet adopted modal shift goals and, if necessary, revise goals,
objectives, and policies to further accelerate the modal shift.
Page 8 Objective #7 - We agree that performance-based standards should be used in
evaluating traffic congestion. Annual surveys to determine how well modal split
objectives are being met can also be valuable. As previously noted, however, the
proposed roll back of traffic to the level in 1988 is impractical. We agree that the goal
should be to maintain the rate of growth in ADT and VMT at the same rate as the
growth in population, consistent with the Clean Air Plan (CAP).
Page 8 Objective #8 - We support the use of applicable countywide programs to minimize
travel demand. Such programs must comprehensively integrate land use and
transportation planning to minimize trips, especially single-occupant commute vehicle
trips during the peak hour. This objective should be expanded to provide for a
regional program addressing the imbalance of jobs/housing which exists in the City.
Page 8 Objective#13-We support the use of traffic calming techniques in residential areas.
An additional objective on this issue should be added specifically for the downtown
area, including: the increased use of one-way streets, reduced lane widths and/or
lanes, traffic calming, direction of traffic to off-street parking facilities, and expansion
of pedestrian facilities through sidewalk widening and bulb-outs, in coordination with
transit system improvements.
Page 9 Objective#19 - We support annual monitoring of the achievement of the proposed
modal shift objectives through surveys. The objective should be revised to include
cooperation with other agencies (ie. SLOCOG and the APCD) to minimize costs.
Page 10 Modal Split Objectives-We agree with the City Council and others that the projected
increase in transit system usage may be too low. You should provide further
clarification of the methodology used in figure 1 and describe how the proposed
monitoring and revision of the objectives will occur. Other indicators of transit usage
might be used; SLOCOG and the APCD have established an objective of a 10%
annual increase in riders. This objective can be easily tracked.
Traffic Reduction:
Page 11 Policy 1.1 - We agree that the city should support county-wide and local programs
to reduce the number of vehicle trips associated with employment. The proposed
policy should be broadened to address the relationship between jobs and housing,
and trip shifting to off-peak periods
2
Page 11 Policy 1.5 - We support the use of a traffic impact fee on new developments. This
policy should apply primarily to commercial and industrial projects, and those
residential projects that do not include affordable (ie. low and moderate income)
housing.
Page 12 Policy 1.8 - We disagree with the EQTF proposal to adopt an Average Vehicle
Ridership (AVR) standard of 1.7 or larger. The AVR objective should be changed to
1.5 in order to be consistent with the position of the APCD in Rule 901, and as
included in the adopted CMP.
Page 12 Policy 1.11 - We support the proposed AVR schedule since it is appropriate for the
City due to its unique concentration of development.
Transit Service:
Page 13 Policy2.1 -We strongly support the City encouraging transit development,expansion,
coordination and aggressive marketing throughout the county. The policy should
identify that at least 2-3% of the budget will be used for marketing.
Page 13 Policy 2.5-Reference to the San Luis Obispo Regional Transportation Agency should
be changed to the San Luis Obispo Council of Governments (SLOCOG)>
Page 14 Policy 2.8 - The policy should be broadened to include exploration of various
alternatives for a regional transit center, including the use of Palm Street between
Santa Rosa and Osos Streets or the closure of Osos Street.
Page 14 Policy 2.9 -This policy should be revised as follows: The transit fleet should include
a range of heavy vehicles in sizes designed to meet its demand needs, including 30-
40 foot and articulated buses. Further the City should develop its marketing program
to increase off-peak usage.
Page 14 Policy 2.14 - We strongly support the City cooperating with SLOCOG in evaluating
the effectiveness of centralizing transit service.
Bicycle Transportation:
Page 14 Policies 3.1 through 3.10 - We strongly support all of the proposed policies aimed
at encouraging the use of bicycles:
Page 16 Policy 3.11 -We strongly support working with Cal Poly to revise its Campus master
Plan to de-emphasize automobile use and promote alternative modes, especially bike
usage. This policy should include development of internal bike paths throughout the
campus.
Page 16 Policy 3.13 - While we support the goal of obtaining railroad right-of-way and
easements to establish a separated bike path and pedestrian trail, it should not be
carried out without regard to cost. Therefore, we support the original language
proposed by staff.
3
Walking:
Page 16 All Policies- We strongly support the proposed policies regarding the improvement
of pedestrian related facilities and the encouragement of walking. Regarding the
downtown core area, however, Policy 4.6 should be broadened to provide
cooperation with business owners to expand and improve pedestrian oriented facilities
and their use. This should be carried out through: expansion of off-street parking, use
of selective traffic calming techniques, installation of planted medians on high speed
arterials, direction of through traffic around the core area, reduction of lane widths,
elimination of travel lanes, selective street closures, traffic direction channelization to
off-street parking facilities, and increased use of one-way streets. Also, a policy
should be added calling for site review of major shopping centers to include
consideration of how to maximize pedestrian access.
Page 17 All Programs - We strongly support the proposed programs for pedestrian facility
improvements. In addition, a program should be added for the City to pro-actively
work with property and business owners to provide greater access to and flexibility
in the use of existing and expanded sidewalks and pedestrian facilities.
We hope that the above comments will assist you in the process of updating the Circulation
Element. We will soon be following up this letter with another addressing the portions of it to be
discussed October 11th. If you have any questions, feel free to call me at 781-4724.
Sincerely,
Michael R. Harmon
Associate Transportation Planner
DME ETI 9 GENDA
UNCIL CDD DIR
MEMORANDUM 0'C O ❑ FIN DIR
EY Gi(RV DIR
September 21, 1994 E31GLERWOFUG ❑ POLICE CHF
❑ MeW TEAM ❑ REC DIR
TO: Mayor and Members of the City Council LE ❑YmDIR
rd PERS DIR _
FROM: Ann Slate, Personnel DirectorO
SUBJECT: The Circulation Element: Traffic Reduction Policies and Programs
In considering the draft Circulation Element, specifically the Traffic Reduction Policies
and Programs, the Council should be aware that flex time programs, alternative work
schedules,trip reduction plans, and parking fees are mandatory subjects of bargaining.
We have an obligation to notice the employee associations of any proposed programs
and afford them an opportunity to meet and confer over the impacts of any changes
in their working conditions. (Government Code Sec. 3500)
Besides the labor relations implications of traffic reduction programs, there are risk
management considerations as well. Since many Southern California cities have
already dealt with trip reduction plans, there are ways to minimize the City's workers'
compensation and civil liability exposure that should be explored prior to adoption of
such a program.
By instituting a voluntary program initially, the City might find itself in a better position
from a collective bargaining standpoint than attempting to implement a mandatory
program. Voluntary programs also do not have the liability risks associated with a
mandatory approach. We have had excellent results with voluntary programs that
deal with lifestyle changes, e.g. the City's Wellness program where minimal incentives
have led to significant decreases in participant's cholesterol levels, weight loss and
smoking cessation.
In reviewing the proposed Traffic Reduction Policies of the Circulation Element, it is
not clear why City employees are being held to a significantly higher standard than
other employees within the community. The arguments supporting such a concept
need to be fully developed if we are to expect City employees to willingly participate.
Flexible scheduling, although recognized as a means of reducing vehicular trips to the
work place, is only advisable if it does not compromise service to the community.
There are certain classifications of employees, work group size and demand from the
public for services where flex scheduling would not be appropriate. Sound
management principles would dictate that the City retain its ability to be flexible with
alternative work schedules and not be required to implement flex time across the
board.
Please feel free to call me if you have any questions. Thank you.
cc: Department Heads SEP 2 2 1994
CITY CLERK
:-0 OBISPO. C:'
f AIR POLLUTIOP . C
CONTROL DISTRICT
COU%T) OF SA%' LL'S OBISPO
MEET
Al
DATE I T '9� TEM #1
September 22, 1994
Mayor Pinard and Members of the City Council
City of San Luis Obispot CDD D!R
955 Morro Street ^ FIN .a
t,7 PIF LDNIEF
San Luis Obispo, CA 93401 � '� ' f .
L g+'�FvJGi 1 `I'LLR r CHFF'
SUBJECT: Circulation Element U pdate t7.f • ,.ErP;1 "
FSfi�
NR
Honorable Mayor Pinard and Members of the Council:
District staff have reviewed the City's Draft Circulation Element, which includes suggestions from the
Planning Commission and the Environmental Quality Task Force. We have the following general and
specific comments, including a discussion of the District's Clean Air Plan and its relationship to the
Circulation Element.
GENERAL COMNIEI\TS
Today's new cars pollute about ten times less than models produced 25 years ago, due to California's
strict motor vehicle emissions standards. However,these reductions in emissions are being rapidly offset
by increased vehicle travel. During the past twenty years,the total number of Vehicle Miles Traveled
(VMT) in the State has increased twice as fast as the rate of population growth. We are driving more
frequently for longer distances, and we also tend to drive alone more often. If current trends continue,
increased use of cars and trucks will continue to counteract many of the air quality improvements that
will be gained by stricter emissions controls on new and existing vehicles and the use of cleaner fuels.
Governor Wilson's Growth Management Council Report(January, 1993)analyzed projected impacts to
the State from a continuation of past growth and development patterns. The Report concludes:
"California cannot support o population growing past thirty million people based on existing
housing and transportation patterns without unacceptable economic, social, and environmental
costs. Such housing and transportation patterns use too much land, are too spread out, require
too much infrastructure, create too great tr'ajYc congestion, have adverse air impacts and ocher
environmental costs, and simply cost too much. The State cannot afford it, as a financial matter.
Most people could not afford it, either, if they bore the full costs of these housing and
transportation patterns."
It is also important to remember that air quality issues are public health issues. In June of 1993 the
American Society of Pediatricians found that the current federal ozone standard (.]2 ppm)was
inadequate to protect children during summer months. Indications from the Environmental Protection
Agency are that the standard will not be relaxed, and could very well be tightened, which will add new
areas to the federal non-attainment list.
2156 Sierra Way, Suite B• San Luis Obispo. CA 93401 • 805 781 5912 • FAX: 805 781 1035
T
$^printed on recycled paper .
APCD Comments, Page 2
The Transportation Goals of the Circulation Element indicate the City's commitment to the pursuit of
alternative transportation modes and decreasing reliance on single occupant motor vehicles. For
example,the City has identified "accessibility" as a primary transportation goal in the Circulation
Element. We support this goal because we believe air quality should not be viewed as an isolated issue,
independent of land use and transportation decisions. Thus, "mobility" should not be the primary goal of
transportation planning professionals and decision makers, because mobility tends to focus on travel by
private vehicles. By setting "accessibility" as a primary transportation planning goal, the City is
considering all customers and needs, including those who rely on other forms of transportation, like the
elderly, children, and the disabled. Please refer to Specific Comment 41, below.
In addition, we support the Policies and Programs of the Traffic Reduction chapter, which express the
City's support for local and regional efforts to reduce dependence on single-occupant motor vehicles and
increase the use of alternative transportation modes by residents and visitors alike. The issues paper
prepared by staff provides an excellent overview of the full range of potential actions the City can take in
the realm of employer-based trip reduction. We are very supportive of your staffs recommendation in
the Issues Paper for the City to establish cooperative and complementary trip reduction programs with
the APCD. We expect to bring a draft employer-based trip reduction rule to the APCD Board for
consideration before the end of this year, and we would appreciate your Council's support.
However, current City policies limit new residential growth to 1 percent per year,with no limitation on
the amount of commercial development. We believe these policies will worsen the current imbalance
between jobs and housing in the San Luis Obispo Planning Area, resulting in a greater number of
employee commute trips and vehicle miles travelled. To mitigate the anticipated air quality and {�
congestion impacts of these growth policies,the City should consider a facility-based transportation
demand management ordinance(TDM-TRO)to promote consideration of TDM objectives early in the _
development process. A TDM-TRO would place requirements on employers, building owners and
developers to prepare a TDM plan for all new, nonresidential discretionary projects over a certain size,
either as a new project or as an addition to an existing project. The TDM plan could be approved as a
condition of the discretionary permit; for a project such as a commercial subdivision,the TDM Plan
could be submitted for approval at the building permit stage of development.
The principal objectives of similar programs in other areas are to encourage new development to be
constructed in a manner which reduces dependence on the single-occupant motor vehicle,thereby
improving air quality and managing traffic congestion. A direct benefit of such a program to the City of
San Luis Obispo would be to increase the stock of commercial and industrial facilities designed to
enhance the use of alternative forms of transportation. This would make it easier for employers to fulfill
the requirements to reduce automobile use, and make the project more attractive to prospective tenants.
Implementation of a TDM-TRO to the City would'also partially mitigate the negative impacts associated
with the planned development of commercial and retail land uses, without provision of adequate housing
for the expected increases in numbers of workers. The success of the program may reduce the need for
parking,thus reducing construction costs. Finally, as parking demand goes down, areas devoted to
parking could be converted to another use such as housing, on-site childcare, bike storage, picnic areas,
or other uses, which in turn can be available for employees to further reduce automobile commuting.
APCD Comments, Page.3
The Clean Air Plan
The California Clean Air Act recognizes motor vehicle use and emissions as a significant factor in local,
regional and statewide air pollution problems, and requires nonattainment districts to implement
programs designed to reduce private vehicle use. San Luis Obispo County is currently classified as a
non-attainment area for State health standards for ozone and fine particulate matter(PM 10). The Board
of Supervisors, acting as the Air Pollution Control Board, adopted the Clean Air Plan for San Luis
Obispo County in January, 1992. The CAP identifies the major sources of air pollution in the County
and outlines the strategies needed to achieve the State air quality standards. In San Luis Obispo County,
motor vehicles produce over 40% of all ozone precursor emissions (reactive organic gases and oxides of
nitrogen) and 50% of the PM 10 emissions.
The CAP includes a variety of transportation control measures, as well as land use and circulation
management strategies designed as tools to help reduce vehicular emissions. The overall transportation
coal of the CAP is to reduce the rate of increase in vehicle trips and miles traveled to.the rate of
population growth. The following CAP transportation control measures are relevant to the City's
Circulation Element Update:
Ti•ansporlario» Conrrol.+Ifeasures
1) Employer-Based Trip Reduction: As noted above,we expect to bring a draft employer-based
trip reduction rule to the APCD Board for consideration before the end of this year. As
mentioned in the Circulation Element Issues Paper, recent changes to State law restrict air
districts from adopting mandatory trip reduction rules which affect employers with fewer than
100 employees. Cities and the County, however, are not affected by these changes to State law,
and are free to adopt trip reduction ordinances which will capture the smaller employers.
2) School-Based Trip Reduction: The District is currently working with Cuesta College and Cal
Poly to reduce student commute trips. Initial discussions have been held with representatives of
Cuesta College. The basic elements that are expected to be implemented on campus at Cal Poly
as part of a Student Trip Reduction Program include appointment of a campus transportation
coordinator, an annual AVR surveys of students, and preparation of a campus trip reduction plan.
3) Traffic Flow Improvements: The seven measures under this control measure include
- Signal Improvements(providing traffic lights and synchronizing their timing can
significantly improve traffic flow),
- Channelization (constructing right and left turn lanes can prevent traffic delays),
- One-way streets (reduce congestion because existing roads can carry more cars at a
given speed without adding more lanes),
- High Occupancy Vehicle lanes (HbV lanes help improve traffic flow on crowded
freeways during peak hours by reducing the total number of cars on the road),
- On-Street Parking Restrictions,
- Education, and
- Transportation Demand Management.
Discussion: The focus of state and national transportation programs over the past 40 years has
been to build roads for the private auto at the expense of facilities for rail,transit,cycling and
pedestrians. Road building and low fuel prices have encouraged rapid VMT growth,
consequently motor vehicle emissions have become a pernicious problem. 'In this county, road
projects costing about 1/2 billion dollars are planned during the next 20 years. The amount
planned for construction and operation of facilities for all other modes is less than 10% of this
amount.
APCD Comments, Page 4 1 4
To avoid exacerbating the existing disparity of resources, new transportation construction should
focus on demand management and providing facilities for less polluting modes of transportation.
In congested areas, demand management should be vigorously pursued until it is shown that no
further trip capture is possible. Capacity improvements that encourage transit (e.g. bus turnouts,
bus HOV lanes) and alternative modes. (e.g. bikeways, pedestrian walkways) should be given the
highest consideration.
At a minimum, the following programs should be actively pursued in the area experiencing
congestion before new road construction (to add capacity) is considered:
- Trip Reduction Programs
- Parking Pricing/0anagement
- Constructing Bicycling/Walking Facilities
- Area-wide Rideshare Programs
- Transit Improvements
- Work Schedule Changes
- Land Use Changes
- Transportation Management.Associations
- Park and Ride Fringe Parking
- Road Pricing
- Electronic Alternatives to Travel (Telecomm utinadearning)
- Traffic Flow Improvements
- Developer Impact Fees Based on Trip Generation
4) Other TCMs relevant to the Circulation Element Update include: City of San Luis Obispo
Transit Improvements, Regional Transit Improvements, Regional and Local Bikeway
Enhancements. and Park and Ride Lots. These measures are currently being implemented by the
City of San Luis Obispo and other local jurisdictions, along with Caltrans and SLOCOG.
The following policies are from Appendix E of the Clean Air Plan, Land Use and Circulation
Management Strategies. A list of potential implementation strategies for these circulation management
policies are included as an attachment to this letter.
Increasing Transit Use
5) Local planning agencies should encourage transit use by planning neighborhoods and
_ commercial centers to allow for convenient access to and use of local and regional transit
systems.
Promoting Bicycling and Walking
6) Local planning agencies should encourage bicycling and walking by planning for existing and
r' new residential and commercial areas to include a safe and interconnected system of bike lanes
and paths, sidewalks and pedestrian trails.
Managing Traffic Flow
7) Local planning agencies and Caltrans should manage their street systems so that Level Of
Service(LOS) "D" or better is maintained during peak commute hours along regional routes
' connecting communities, and LOS "E" or better is maintained during peak commute hours along
arterial streets within communities.
8) Local planning agencies should manage growth and transportation programs so that the rate of
VMT growth does not exceed the rate of population growth.
APCD Comments, Page 5
9) Local planning agencies should require logical street connections within and bet%Neen cities and
other communities in order to provide efficient neighborhood circulation and reduce vehicle
travel.
SPECIFIC COMMENTS
1) Page 6: As noted in our General Comments, we support the City's emphasis on accessibility as a
primary transportation goal. However. \ve suggest amending Goal #1 to read: "Improve
n accessibility and protect the environment throughout San Luis Obispo i+hile reducing
dependence on single-occupant use of motor vehicles."
We appreciate the spirit of the suggested revision to this goal to reduce traffic to 1988 levels,
however,the likelihood of achieving this goal seems remote. As described above; the primary
transportation CAP goal is to reduce the rate of VMT growth to that of the population growth
rate. R'e encourage the City to consider inclusion of this performance measure into the coal.
2) P. 6: Transportation Goal 45 states: "Make the downtown more functional and enjoyable for
pedestrians." 'Ale believe improving the pedestrian experience should be a city-wide goal, and
not focus only on the downtown area.
3) P. 8: Objective 47 reflects the changes proposed in Goal #1 and discussed above in comment "'I.
We believe a more realistic goal and objective would be to limit increases in traffic (ADT and
VMT)to the rate of population increase.
4) P. 9: We support Objective #19, which directs the City to physically monitor the achievement of
the modal shift objectives shown in Figure 41.
5) P. 11: As described above in our general comments,we believe the City should consider
\� additional trip reduction measures, in addition to employer-based programs. Such measures
include a facility-based transportation demand management ordinance(TDM-TRO)to promote
consideration of TDM objectives early in the development process. A TDM-TRO would place
requirements on employers,building owners and developers to prepare a TDM plan for all new
nonresidential discretionary projects of over 20,000 gross square feet of floor area, either as a
new project or as an addition to an existing project. The TDM plan could be approved as a
condition of the discretionary permit; for a project such as a commercial subdivision,the TDM
Plan could be submitted for approval at the building permit stage of development.
The District is currently working with Council of Government staff to prepare a "Development
Design Handbook." This document will provide guidance to planners, developers, and the public
on various site planning and facility design strategies for new development projects to minimize
impacts to air quality and manage traffic congestion. If the City chooses to develop a TDM-
TRO,the Handbook will hopefully provide some useful tools.
6) Figure#4, Transportation Capital Projects: Generally,we concur with the recommendations of
the EQTF for capacity expanding roadway projects. Six-laning and other.significant capacity
/. increasing projects should be pursued only after all other demand and.system management tools
are utilized. Please refer to the discussion of Traffic Flow Improvements, above.
G�,;7t
APCD Comments, Page 6
SUMMARY
As illustrated in the transportation control measures and circulation management strategies, the CAP
proposes a new outlook on urban development in our county, focusing on reducing air pollution from
motor vehicles. The District is relying on the individual jurisdictions in the county to implement the
CAP strategies and control measures through general plan and zoning ordinance updates.
After review of the Draft, we believe the programming of various road widening projects may be the
only inconsistencies between the CAP and Circulation Element. As noted above, increasing roadway
capacities should focus on demand management; and in congested areas should be vigorously pursued
until it is sho\+n that no further trip reduction is possible. In addition, due to the policy decisions of the
LUE, it is expected that commercial development will continue to outpace residential development in
the City. As described earlier, we believe the City should adopt program(s)to assure new development
\will be designed in such a manner so as to mitigate regional air quality impacts and congestion
associated with the new development.
Thank you for providing the District with the opportunity to comment on the City's Circulation Element
Update. If you have any questions or comments about this letter, please call us at 781-5912.
Sincerely,
Larry Allen
Senior Air Quality Planner
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