HomeMy WebLinkAboutItem 4.6 Congestion Mgmt Program Report CITY OF DUBLIN
AGENDA STATEMENT
CITY COUNCIL MEETING DATE: SEPTEMBER 9, 1991
SUBJECT: Status of Congestion Management Program (CMP)
by Lee S . Thompson, Public Works Director
EXHIBITS ATTACHED: Executive Summary for the Congestion
Management Program Draft Report
Copies of full draft report to be delivered
to Council on Friday, September 6 , 1991
RECOMMENDATION: Accept report.
2 ) Direct Staff to transmit the
recommendation to add the following
projects to the RTIP candidate projects :
a) I-580/I-680, Measure B project,
including the hook ramps near
Dublin Blvd.
b) BART access road parallel to Dublin.
Blvd.
C) Dublin Blvd. widening - San Ramon
Road to Village Parkway.
FINANCIAL STATEMENT:
Estimated Revenue (Prop 111 - for 1991-92 ) $100, 750
Estimated Expenditure ( 1991-92 ) to Alameda
County for administration $ 12, 900
Remainder to spent on CIP Program
Next fiscal year estimate $8, 000 for trip reduction work
Where the traffic from new developments in Dublin are found
to impact the CMP transportation network system, mitigations
by those developments may be required .
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COPIES TO: CITY C L E R K
ITEM NO. lu FILE (Q O
DESCRIPTION: In June of 1990, voters approved Propositions
108 and 111 which increased funding for California ' s transportation
system by approximately $18 . 5 billion over the next ten years .
Approval of Proposition 111 could increase the City' s existing gas tax
revenues by approximately 30% . These funds are to be used for street
and highway improvements and maintenance, and also for the related
administration costs . To receive these funds, a Congestion Management
Agency (CMA) was established. The CMA is responsible for developing
the programs and procedures that meet the requirements of the
legislation. This includes developing a Congestion Management Program
(CMP) . The following major elements are required for the development
of the CMP:
1 . Designate a transportation network system and Level of Service
(LOS) standard and monitor it. For Alameda County, this system
is proposed to be the State Highway System plus arterial streets
carrying a minimum of 30,000 vehicles per day. In the Tri-Valley
area, this system is limited to the State Highway. The LOS has
been designated at "E" .
2 . A transit standards element. The standards are proposed to
include frequency and routing of public transit and transit
mitigations in EIR' s .
3 . A Transportation Demand Management (TDM) element (Trip Reduction
Ordinances) . The cities and counties will adopt a Trip Reduction
Ordinance which must include a program for monitoring and
enforcing compliance. During the first year, the Ordinance
requirements will apply to employers with 100 or more employees .
Eventually, these requirements will be extended to employers with
50 or more employees . Following are some of the requirements
that employers will be subject to:
a) Designate a company commute coordinator. (Local
jurisdictions will be responsible for ensuring quality of
training of coordinators) .
b) At the start of each year submit (to the city) a plan for an
information campaign, and support it at the end of the year
with proof of implementation.
C) For all new hires, within two weeks of employment provide
commute alternatives information.
d) Annually contact each employee with information about
commute alternatives .
e) Post or circulate information on commute alternatives as
provided by the CMA or the local jurisdiction.
f) Participate in any CMA-originated countywide survey.
2 -
4 . A program for analyzing the impacts of the land use decisions .
General Plan Amendments which would generate 100 or more peak
hour trips would be required to be run on the regional .traffic
model and traffic impacts be mitigated. Also semi-annually,
cities and counties must submit new building permits to CMA.
However, for the first year only an annual submission of building
permit data will be required.
5 . A seven-year Capital Improvement Program (CIP) . This CIP would
include projects on the CMP System, plus other highway, transit
and local projects effecting the CMP network. The I-580 ramp
modification at San Ramon Road has been included; however, three
other projects requested by Staff were not included in the draft
report (see #2 of recommendations) .
6 . Establish a computerized travel model for estimating future
transportation needs . The new County model and Tri-valley models
are proposed to meet this requirement.
7 . Establish Congestion Management Agency (CMA) . The CMA in Alameda
County has been established and is made up of one elected
official per city and per transit operator.
Attached is a copy of the Executive Summary for the Congestion Manage-
ment Program Draft Report, which will summarize these elements in more
detail . The entire Draft Report is available for further explanation
of the program in the Public Works Department and at the Council
meeting of September 9 , 1991 .
The City has a vested interest in implementing the CMP' s as the
programs are a prerequisite for obtaining State and local monies .
Technical staff from Alameda County, all the cities in Alameda County,
and other transportation agencies worked together, with the help of a
consultant, to create the Draft Report. The report is scheduled for
public review and adoption. The schedule is as follows :
July 20, 1991 Distribution of the Draft CMP and notice of
preparation for the CMP Environmental Impact
Report (EIR) . (The Draft CMP is available for
public review at the Dublin Library, 7660 Amador
Valley Blvd. and all other Alameda County public
libraries) .
September 5, 1991 Distribution and start of public review period for
the draft EIR, which will be available for public
review in all Alameda County public libraries,
including Dublin Library.
- 3 -
September 26 , 1991 Public Hearing on Draft CMP and EIR, at 3 : 30 p.m.
at the Metro Center Auditorium, 101 Eighth Street
in Oakland.
October 3, 1991 Deadline for public comments .
October 24 , 1991 Certification of Final CMP EIR and adoption of
final 1991 Alameda County CMP.
November 1991 Submittal of final Alameda County CMP and
Certified EIR sent to Metropolitan Transportation
Council .
a:agenda\cmpreprt
- 4 -
DRAFT
EXECUTIVE SUMMARY
Introduction
When California voters approved Propositions 108 and 111 in June 1990, they were
enacting the most significant set of changes in 20 years to the statutes governing
transportation planning in the state. The new legislation increased the fuel tax by 9 cents
gallon and authorized bonds for rail transit which together are expected to generate
M.5 billion to fund transportation investment statewide over the next 10 years.
The new fuel tax subventions to local government are linked to a number of requirements
aimed at curbing growing congestion on California's transportation facilities. These
requirements are collectively referred to as Congestion Management Programs (CMPs).
Each urban county in the state is required to develop and annually update a CMP as a
condition for receiving new fuel tax subventions.
Failure to comply with the provisions of the CMP law would put the following
transportation revenue at risk :
> local fuel tax subventions pursuant to Proposition 111; (in Alameda County this
represents approximately$9 million in FY 91-92); and
> funding of highway and rail projects through the State Transportation
Improvement Program (STEP); (in Alameda County this amounts to roughly $240
million over a 5-year period).
The main requirements of the CMP legislation can be summarized as follows:
> Sets up a performance review process, by mandating the designation of a network
of transportation facilities which will be periodically monitored for congestion, and
by requiring the designation of service standards for roadways and transit
> Promotes use of alternatives to the single occupant private automobile through
requirements for Trip Reduction Ordinances and Transportation Demand
Management measures
> Promotes integration of decisions about land development, transportation
investment and air quality by requiring a process to determine the impacts of local
development decisions on the regional transportation network
' > Requires a 7-year investment strategy, referred to as a Capital Improvement
Program (CIP), to be updated annually, to support the Congestion Management
Program goals, and links project eligibility for regional/state funding to the CIP.
> Requires a computerized travel model and uniform data base for estimating future
transportation needs and impacts
> Requires the designation of a Congestion Management Agency (CMA) in each
urban county, to develop and update the Congestion Management Program and
monitor its progress over time
Alameda County _ { _ Executive Summary
Congestion Management Program June 27, 1991
DRAFT
With this congestion maaI degslation, we must begin to come to terms with the fact
nageme
that over the past 20 years the s s has oiled such as congestion t and air pollution
products of that evolution, proble
which need to be addressed•
the le station is also a recognition of the need to be more efficient in the use of
way,y, gl
our existing transportation Ve�ottr own at the same pace as population.transportation
Through he
investment dollars, which have !�,
CMP process local government in trans naon With this privilege comes the need for
decisions about capital investment transport
local government to recognize itg responsibility to reach sound investment decisions that
effectively address congestion.
le gislation is clearly aimed at raising local government's awareness of
In addition, the CMP le
the true cost of transportation irifrastru of the resources ( mitigation fees,user lfees,ietc )
makers as partners in the development
necessary to fund them.
In the face of pressures toward regional government, the CMps offer an opportunity for
local government to demonstrate that it can indeed deal edeffectiovemeQ i and multi qualy ti The
pro go
problems, such as congestion and its linkage to tan P
CMP legislation attempts to address some o-term focus. From this perspective, is
vestment strategies which have a clearly t Pro snot a long range policy
in Congestion Management essential to recognize that the Conger ge
document. At the regional level;. CMP actions are guided by the goals of the MTC's ea Air p
Regional Transportation Plan and the Bay finalized inthe summ r f 1991 In Alamleda
Air Plan -- both of which are expected to be
County the CMP must be seen as part of the process of i pplemeenting the bad
eda Countywide n add
long-term transportation planning goals ,stab Y the
Transportation Plan. As the Countywide Transportation Plan isfi ao1zincohporCo Congestion
Management Program for Alameda Y
guidance from the Plan. of the
next paragraphs provide a summary of the requirements . each Seed needing her
Then p P
Congestion Management Program anougtline implementation
County's proposed
attention. Detailed discussion of statutory re v d al chapters and appendices th
approach to address them is found in the indi i p
Executive Summary.
CMP Designated Network `
The legislation requires the designation of a network evicet(LOS). Sta Standards for levels of of
be monitored annually to determine levels of sere
service 1 on the network must be established, and CM nptchte actions oftthose starnda ds.
in the Capital Improvement Program (CIP) must support
The legislation requires that all state highways b does not the netpincpal Principal
arterials must also be included; however, the legislation
1Level of service (LOS) is a measure of congestion on roadways. it reflects the ease with which one can
drive on a road.There are five LOS gradations, from A to F. LOS A represents free flow, unimpeded travel
(at maximum posted speed). LOS F represents bumper-to-bumper, very congested conditions
Executive Summary
Alameda Cotmty June 27, 1991
Congestion Management Program
DRAFT
Alameda County's criteria define principal arterials on the basis of a threshold traffic
volume of 30,000 vehicles a day. One important aspect of the legislation is that, once
included, facilities cannot be removed from the designated network. Figures E-1 through
5 show the designated network. The network includes 230 miles of highways and
arterials and carries 72% of the vehicle miles travelled (VMT)countywide.
The CMP network for Alameda County is consistent with the networks proposed for the
four adjacent counties of Santa Clara, San Joaquin, Contra Costa, San Mateo and San
Francisco.
Roadway Level of Service (LOS) Standards
Alameda County's LOS standard for the designated network is "E", as permitted by the
CMP law. LOS "E" represents congested travel conditions. The legislation allows
segments currently at LOS "F" to be excluded from conformance with CMP standards;
those segments will be identified by September 1, 1991.
The legislation requires the establishment of a uniform method for monitoring levels of
service on roadways. For principal arterials and conventional highways in Alameda
County it is proposed to use Chapter 8 (two-lane highways) and Chapter 11
(urban/suburban arterials) of the 1985 Highway Capacity Manual. For freeways the
Alameda County CMA, in coordination with local jurisdictions, will define appropriate
segments and perform the necessary floating car runs to obtain travel speed data. This will
allow the establishment of baseline LOS for the network, including identification of
-� segments currently at LOS "F" according to freeway travel speed criteri a from the 1985
HCM. It is anticipated, however, that in subsequent years monitoring of the freeway
system will be the responsibility of the State Department of Transportation.
The countywide LOS standard does not preclude an individual jurisdiction from adopting a
_ higher goal (better than E) in its General Plan. LOS standards should be distinguished
from goals set in a community's General Plan. The CMP standards do not impose a
requirement on local government to amend its goals.as set in the General Plan.
In order to comply with CMP requirements, each local jurisdiction will need to:
./ By August 1, 1991, identify how the designated network within the city or county will
be segmented for monitoring purposes .
./ By September 1, 1991 conduct travel time studies and identify baseline levels of
service for all roadways in the CMP designated network.
Annually monitor the level of service on the designated network and report to the CMA
by September 1 of each year on conformance with the adopted standards.
Transit Standards Element
California Government Code section 65089(b)(2) requires that standards be established for
the frequency and routing of public transit, and for the coordination of transit service
provided by different operators. Transit standards also work in partnership with the level
of service standards for highways and the transportation demand management element, to
assist in achieving desired mobility and air quality goals. The transit standards play a
particularly important role in Alameda County, because of the richness of transit services
available and the limited opportunities for road widening, in the developed nor-them and
western portions of the county.
a"I
Alameda County - ill - Executive Summary
Congestion Management Program June 27, 1991
-rawawn���e�
DRAFT
Figure E-1
ALAMEDA COUNTY
CONGESTION MANAGEMENT PROGRAM (CMP)
560 123 13 PROPOSED NETWORK
80 \ 24
i
24
\ 1 \ IJ
\, 80 I 1 580
i
•\ 960 -�_� ______ _ _ –' /-
185
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1 _
Princlpal Artcrial --•^ ~°°•'
SCALE IN FEET ALAMEDA COUNTY
0 10000 20000 _- ---- - CVn:l 5liuel u•RAGtu1111 IRMA-
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10
DRAFT
Figure L-2
580 SAN PABL° AVE.
ALAMEDA COUNTY CONGESTION
1 ,23
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BO "N', NVERSITY AVE. MANAGEMENT PROGRAM (CMP)
- E;ur '•y' ,�.L'S'�,1 tj'•'';;iL.% SHATTUCK AYE.
ASHBY"VE. PROPOSED NETWORK FOR
N TUNNEL RD.
ALAMEDA, ALBANY, BERKELEY,
ADELrrlE�17. .,iy.•. ,fC L' :l�k I o:iIC�'�>4r,� V. 24
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ENCINAL AYE,
s, iL '4•. \ !f4°1; `>, � ,.,� ........ Principal Arterial
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DOOLITTLE DRII
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\ HECENBERCER RD. 1�.:\ .e ,:"In ill.0°-...
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\ DAV1S ST.
8BD CONGESTION MANAGEMENT PROGRAM
t�2 HESPERIAN BlvO.
r'R!?'C.4� F!i4�"'!e.7 >^?:'r1n9 1'+'"06'+•0 !:S1R.�-':T '11-
DRAVb
Figure E-3
ALAMEDA COUNTY CONGESTION
MANAGEMENT PROGRAM (CMP)
PROPOSED NETWORK FOR
CASTRO VALLEY,HAYWARD,
SAN LEANDRO,SAN LORENZO
61 880 185 580 150TH AVE.
Aw
1"V�
N, S- 4
580
Legend
"4 238
N Freeway and/or State Highway
Principal Arterial
NVI
2 8
185
880
HESPERIAN BLVD. ....
SCALE IN FEET
A ST.
0 4000 8000
238
JACI<SCN ST.
92
SAN I F.A NORO.SAN
r CASTRO VALLEY.HAYWARO.
4 S LORENZO
UANACEMENT PROCAAM
TENNYSON RD.. .......•
DRAFT
J
Figure E-4
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-
64
\ l PERALTA FilvD. 262
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THORNTON ANE.
- � \ ALAMEDA COUNTY CONGESTION
Legend MANAGEMENT PROGRAM (CMP)
Freeway and/or State Highway
PROPOSED NETWORK FOR
........ Principal Arterial FREMONT,NEWARK,UNION CITY
SCALE IN FEET
FREUONT,NEWARK,UNION CITY
0 4000 8000 vs�r
CONCES,ION —N�CEUENT PR.C.A.
S 21 91 I•=1000' 0 10
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UNAFT
Figure E-5
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ALAMEDA COUNTY CONGESTION Legend
MANAGEMENT PROGRAM (CMP) Freeway and/or State Highway
PROPOSED NETWORK FOR .......• Principal Arterial
DUBLIN,LIVERM ORERLEASAN TON
01LAR IN.UVERMORE.
SCALE IN FEET PLEASANTON
0 4000 8000 CONUSHON MANAGEMENT PROW"
DRAFT
Routing standards vary by operator, but typically include a particular percentage of
population within walking distance of stops, route spacing criteria, and/or population
densities. Frequency standards for each type of service are shown in Table E-1.
Table E-1
Transit Service Standards
Service Type Time of Day
Peak Mid-Day Night Owl Sat/Sun/Holiday
(Minutes between Services)
Bus: 60 15
Primary Trunk 15 15 30 30
Secondary Trunk 15 30 30
Local 30 30 60
Suburban Local 45 60
Transbay Basic 15 30 60
Transbay Express 30
,T East Bay Express 30
BART Express Bus 60
Rail:
4
BAR 3.75-15 up to 20 (off peak)
Ferries: 60 60
In order to further the transit related goals of the CMP the following actions are necessary:
> The Alameda County CMA will work with transit operators and local government to
ensure that transit standards are realistic and can be funded.
> Local government should include transit mitigations as part of project EIRs to the extent
consistent with available service, future funding, and the proposed project's impacts.
if improvements in transit services are specified as a project mitigation, realistic funding
sources should also be identified.
> Transit mitigations include much more than simply operating buses more frequently
over more routes. Providing pedestrian pathways, locating buildings close to streets
and major transit routes, providing sidewalks, and avoiding"walled" subdivisions, are
all examples of measures that can be taken at a little cost to encourage transit ridership.
It is not clear from the CMP legislation what the consequences would be of failing to meet
the transit standards. The transit element may need revision if the legislature further
clarifies this linkage.
t
Each transit operator is expected to:
.µ �/ By September 1, 1992 and each September 1 thereafter report to the CMA relative to
attainment of the established standards; and
/ As part of this report, identify the resources necessary to continue to maintain these
rm standards during the succeeding five years.
Pin Alameda Count, - ix- Executive Summary
Comgestion Management Program
June 27, 1991
DRAFT
Trip Reduction and Travel Demand Management
California Government Code section 65089(b)(3) requires that the trip reduction and travel
demand management(TDM)element of a CMP promote alternative transportation methods,
such as carpools, vanpools, transit and bicycles; improvements in the balance between jobs
and housing; and other strategies, including flexible work hours and parking management
programs, that help reduce congestion and air pollution.
A direct method for reducing demand on the transportation system is to reduce the number
of single occupant vehicles, particularly those traveling during peak commute hours.
Encouraging automobile drivers to switch to buses, trains, or carpools; increasing the
number of occupants in each vehicle (autos, vans or buses), or increasing the numbers of
people walking or bicycling will improve the efficiency of the transportation system during
the system's peak demand periods. Other strategies that can be used by local jurisdictions
and agencies for this element are park-and-ride facilities, telecommuting, flexible work _
hours, student carpool programs.
The development and.implementation of strategies to further a balance between jobs and
housing presents a number of challenges. Among them are questions such as what
constitutes an appropriate ratio of jobs to housing, how is housing affordability
considered, how does jobs/housing balance contribute to congestion relief, and how is
jobs/housing balance integrated with decisions at the regional level. Alameda County is
still evaluating the appropriate approach to this CMP component. A recommended
approach and work plan will be included in the final version of the 1991 CMP.
The principal components of this CMP element involve mandatory adoption of a trip
reduction ordinance and consideration of travel demand management strategies by the cities
and county. The element includes minimum basic requirements for an employer-based trip
reduction ordinance. The ordinance must include a program for monitoring and enforcing
compliance. During the first year (referred to as Phase 1), the ordinance requirements will
apply to employers with 100 or more employees.. Eventually, these requirements will be
extended to employers with 50 or more employees. During Phase 1 employers will be
subject to the following requirements:
> Designate a company commute coordinator. (Local jurisdictions will be responsible for c
ensuring quality of training of coordinators).
> At the start of each year submit (to the city or county) a plan for an information
campaign, and support it at the end of the year with proof of implementation.
> For all new hires, within two weeks of employment provide commute alternatives {
information. f
> Annually contact each employee with information about commute alternatives.
> Post or circulate information on commute alternatives as provided by the CMA or the
local jurisdiction.
> Participate in any CMA-originated countywide survey.
The above requirements may need revision following the adoption of a trip reduction rule
by the Bay Area Air Quality Management District.
Table E-2 shows activities and division of responsibilities in connection with the Trip
Reduction Ordinance.
Alameda County _x- Executive Summary
congestion Management Program
June 27, 1991
DRAFT
Table. E-2
` Trip Reduction Ordinance Responsibilities
Congestion
Management Agency Cities/County Employer
Develop Guidelines Develop and adopt a Implement provisions
specific ordinance of ordinance
Track&inform cities/co Revise ordinance per Air Appoint Trip Reduction
about Air Quality Quality requirement Coordinator
requirements Send Trip Reduction
Coordinator for
training
Revise guidelines per Appoint Trip Reduction Supervisor Administer base case
Air Quality requirements or contract with CMA for survey
consolidated service
Coordinate base-case Maintain records of regulated Prepare information
survey employers* campaign and submit
for approval
Conduct campaign
Provide"generic"TDM info. Inform employers of TRO Document compliance
to cities for distribution to requirements'
employees Develop survey mailing list
Develop reporting to Develop local trip reduction
determine conformity information'
Determine conformity Supply information, plan checklists,
prototypes to employers'
Possibly provide consolidated Trip Train or certify Trip Reduction
Reduction Supervisor for Coordinators'
cities/county
Possibly train or certify TRO Monitor and certify compliance
Coordinators
Enforce compliance when requited
Could be performed by consolidated staff at CMA
Alameda County _xi_ Executive Summary
June 27, 1991
Congestion Management Program
DRAFT
In order to be found in conformance with the CMP,
local jurisdictions must:
./ Adopt a Trip Reduction and Travel Demand Ordinance by July 1, 1992. The
ordinance must meet the minimum provisions outlined above. 4
By July 1 of each year demonstrate to the CMA conformance with the ordinance.
Land Use Analysis Program
California Government Code Section 65089(b)(4) requires a program to analyze the
impacts of land use decisions made by local jurisdictions on regional transportation
systems, including an estimate of the costs associated with mitigating those impacts. The
land use analysis program is one of the most important CMP elements, since it relates to
many other CMP elements. The intent is to better tie together local land use and regional
transportation facility decisions; to better assess the impacts of development of one
community on another; and to promote information sharing between local governments
when the decisions made by one jurisdiction have an impact on another.
The land use analysis program in Alameda County is a process designed to improve upon
decisions about land development and the spending of public funds on highway and transit
improvements in the county. It is intended to provide a quick and efficient service by
maximizing the intergovernmental contacts before major land development decisions are
completed. To work best, the CMA will be involved in the very early stages of the land
development process. The process is intended to work in a positive, cooperative fashion
that supports the needs of local, county, regional and state governments.
The program has the following major features:
> Maintain the role of local jurisdictions in making land use decisions and in determining
the responsibilities of project proponents to mitigate traffic and transit impacts.
> Focus the CMA's concern on those projects that have the potential for generating
regional impacts. Therefore, a level of 100 or more additional peak hour trips has been
proposed as the threshold that triggers CMA involvement.
> The focus of the CMA analysis would be on general plan amendments (GPAs).
> CMA analysis of general plan land use amendments will take place on three levels: Tier
I will include local government's forwarding information on General Plan Amendments
to the CMA concurrent with the local jurisdiction's approval process. Four times a year,
Tier II review will include a travel model run by the CMA of all GPA applications
received during the previous three months. This will assess the cumulative impacts of
all GPA applications. Tier III review will include an annual update of each planning
department's projection of development that will be built and occupied by the year 2000
and 2010. The purpose of this is to assess the cumulative impacts countywide of all
GPA applications.
For the older, more urbanized cities in the county, GPAs may not be the most relevant
unit of impact analysis since development tends to occur within the bounds of existing
General Plan guidelines. In those cases, timing becomes the key factor. If decisions
about transportation infrastructure investment occur at a slower pace then development,
the result can be a deterioration in level of service on the existing system. The
possibility of incorporating largescale projects into the review process, in addition to
Alameda County -xii- Executive Summary
Congestion Management Program June 27, 1991
�1 DRAFT
the analysis of GPAs, is now being explored. The final 1991 CMP will include an
interim approach. A final method will be developed as part of the 1992 CMP.
The responsibilities of each City and the County are:
> To determine for each General Plan Amendment (GPA) whether the project has the
potential for generating more than 100 net new PM peak hour vehicle trips.
> To forward to the CMA specified information on the land development project, if it
exceeds this threshold.
> To work with the CMA on the mitigation of development impacts on the CMP
designated network.
> To annually provide an update (prepared by the jurisdiction's planning department) of
an estimate of the land uses likely to be occupied in the year 2000 and 2010. This land
use data must be provided in a format that is compatible with the computerized traffic
model used by the CMA.
Figure E-6 shows the land use impacts analysis process as a flowchart.
In addition, each local jurisdiction must:
./ By August 1, 1992 adopt a program to analyze the impacts of land use decisions which
is consistent with the above approach; and
/ By August 1 of each year thereafter demonstrate to the CMA that the program is being
carried out.
Capital Improvement Program
The capital improvement program (CIP) included in the Congestion Management Program
is intended to maintain or improve the traffic level of service and transit performance
standards, and to mitigate regional transportation impacts identified through the land use
analysis program. The CIP must conform to air quality mitigation measures for
transportation-related vehicle emissions. The CIP covers a seven year time frame (fiscal
year 1992/93 thru 1998/99). The CIP includes:
> Those projects (see Table E-3) that will be submitted to MTC for inclusion in the
Regional Transportation Improvement Program (RTIP)--only those projects included in
a CMP may be incorporated into the RTIP;
> Projects competing for the statewide traffic systems management funds;
ok > Other highway, transit and local projects affecting the CMP network.
Alameda Count, - xiii - Executive Summary
June 27, 1991
Congestion Management Program
DRAFT
Figure E-6
Development Review Process for Assessing Impacts on the CMP Network
GPA proposed
City determines No No CMA
rf GPA meets review
threshold
Yes
GPA information City requests traffic/
forwarded to CMA transit study as part
of EIA
CMA provides '
model data
indudin g
available City analyzes impact No included
transit data) on CMP System and in Neg. Ded
14 days determines if impacts EIR
are significant
Yes
City identifies mitigation
in environmental
document
• TSM/TDM
• transit
• implementation
• ing
ntal
ent to
view
45 day �
responsresponse DER
I�
s to City
Alameda County CMP
i
i
�1
DRAFT
Table
RTIP Candidate Projects - Alameda County
State Funds
Project Requested Proposed MTC Alameda
Project Cost (escalated Funding Project County
Sponsor Project Description) (S1,000 s) 51,000 s) Year Score2 Ranking
Alameda Co: Pay back(1990 STIP); I-880, Alvarado-Niles$302,0003 $7,529 97/98 60 la(1)
Transp. Auth. to Mowry HOV lanes; cost redistribution;
(ACTA) Caltrans Project#s 19F&23B
Caltrans/ I-880, Alvarado-Niles to Mowry, HOV lanes; $302,0003 $17,650 97/98 60 la(2)
ACTA cost redistribution; Caltrans Proj #s 19F/23B
Caltrans/ I-880-in Fremont,widen from 6 to 8 lanes S302,0003 $24,440 97/98 60 1 b
ACTA for HOVs from Mission to Mowry Sndwlls &Intrchngs funded by Meas B+local
Caltrans/ I-8W- in Fremont widen from 6 to 8 lanes 5302,0003 S24,660 97/98 60 lc
ACTA for HOVs from S.C. County line to Mission Sndwlls&Intrchngs funded by Meas B+local
AC Transit Transit center improvements at West Oakland S1,665 $1,665 97/98 30 2
BART, Southshore Shopping Ctr &Newpark
Mall
was Caltrans/City Route 238- Hayward Bypass from I-580 5133,400 522,050 97/98 37 3
of Hayward/ to Harder Road Project is a segment of the ultimate Hayward
ACTA Bypass Project from 580 to Industrial
BART Warm Springs Extension 5541,000 $11,000 97/98 60 4
Funds requested arc based on CTC commitment
in 1990 STIP.
Caltrans I-880-restripe mainline and Oak St ramp SB, S2,0004 52,0004 97/98 28 5
meter upstream ramps Also being considered for ISM funding.
Caltrans I-580 auxiliary lane and ramp metering, WB $2,0004 $2,0004 97/98 28 6
from Park Blvd. to Lakeshore Also being considered for ISM funding.
BART Construct Fringe Parking Facility at Bayfair S12,350 512,350 97/98 12 7
BART Station
Caltrans Widen I-205 from 4 to 6 lanes from the I-580 $1,851 S1,851 97/98 15 8
Junction to the San Joaquin Co. line Included per request of San Joaquin County.
Reprogramming Requests
BART Warm Springs Extension - reprogram $29 million in 1990 STIP from FY 1993/94 to 1992193
Caltrans/City Reprogram funds in 1988 STIP for W/B I-580 to SB SR 238 ramp(approx. $10 million) to Hayward
of Hayward/ Bypass Project
ACTA
I Complete project descriptions are included in Appendix E.
2 Projects scored using criteria per MTC Resolution No. 2246; maximum score is 60.
3 Project cost is for entire I-880 project from Alvarado-Nilcs to Santa Clara County line.
4 Project costs are being refined by Caltrans.
NOTE: This table includes only those projects being considered in the 1992 R77PIS77P process; other CIP projects are
listed in the main body of the CAP.
Alameda County -xv- Executive Summary
Congestion Management Program June 27, 1991
r:=
DRAFT
Although the CIP reflects all proposed projects, funding has not been secured for all of
them.
The CIP also includes a list of projects needing a Project Study Report. These reports are
intended to identify project cost and scope, and are a requirement for a project to be
included in the State Transportation Improvement Program.
In developing the CIP project list, special attention was given to its relationship to other
components of the CMP such as the TDM and land use analysis elements. Local
knowledge of congestion hotspots and MTC's Transportation Control Measures plan were
also considered.
The CIP is a subset of the projects now being considered for the year 2010 as part of the
Countywide Transportation Plan. Inasmuch as the alternatives being considered for the
Countywide Transportation Plan maintain or improve transportation service levels and
improve air quality, the CIP, as a subset, is furthering progress towards those goals.
In order to update the CIP annually, each city, the county and each transit operator must:
✓ B May 1, 1992 and each May 1 thereafter, submit a list of local and transit projects
Y Y -
intended to maintain or improve the level of service on the designated system and the
transit performance standards.
Monitoring, Deficiency Plans and Conformance
California Government Code section 65089.3(a) requires that the CMA annually monitor
conformance with all elements of the CMP. Many CMP elements are not implemented
directly by the CMA; therefore, the CMA is required to monitor local governments' actions.
in implementing the CMP. Furthermore, the CMA's monitoring function is supported at
least artl information that the local jurisdictions will be required to submit periodically
P Y b Y
to the CMA.
If the CMA finds a local jurisdiction in non-conformance with CMP requirements, upon
notification from the CMA, the local jurisdiction has 90 days to remedy the areas of non-
conformance. If the situation persists after that period, the CMA notifies the State
Controller, and the new fuel tax subventions to that jurisdiction are withheld.
To avoid withholding of new fuel tax subventions, if a local jurisdiction determines, prior
to the annual CMA monitoring, that it will be in non-conformance in any areas of the
CMP, it can develop a Deficiency Plan to address the problem. A Deficiency Plan
recognizes that the problem likely to cause the non-conformance finding cannot be directly
addressed (e.g.: widening is not possible, rail transit cannot be built fast enough, etc).
Alternative actions (e.g., improvements to parallel arterials, bus frequency increases, etc.)
are developed to measurably improve conditions on the transportation system as a whole
and contribute to significant improvements in air quality.
Actions required uired of local jurisdictions in support of the CMA's conformance determination
activities are shown in Table E-4. The CMA will provide further guidance to cities, the
county, and transit operators relative to. procedures, rules and requirements for
conformance determinations and Deficiency Plans.
Alameda County _ xvi _ Executive Summary
Congestion Management Program June 27, 1991
DRAFT
Table E-4
Monitoring and Conformance
Schedule of Local Government and Transit Operator Requirements
Roadway Level of Service Standards (Cities/County)
• By August 1, 1991 - Identify how the designated network within the city or county
will be segmented for monitoring purposes.
• By September 1, 1991 - Conduct travel time studies and identify baseline levels for
all roadway in the CMP network.
• Annually - Monitor the level of service on the designated network and report to the
CMA by September 1 of each year relative to consistency with the adopted
standards.
Transit Standards (Transit Operators)
• By September 1, 1992 and each September 1 thereafter- Report to the CMA relative
to attainment of the established standards.
• As part of this report, identify the resources necessary to continue to maintain these
standards during the succeeding five years.
Trip reduction and Travel Demand (Cities/County)
' By July 1, 19927 Adoption of Trip Reduction and Travel Demand Ordinance.
• By July 1 of each year -Demonstrate to the CMA conformance with the ordinance.
34 Land Use Analysis Program (Cities/County)
• By August 1, 1992 -Adopt a program to analyze the impacts of land use decisions
which is consistent with the CMP.
• By August 1 of each year thereafter- Demonstrate to the CMA that the program is
being carried out.
Capital Improvement Program (Cities/County/Transit Operators)
• By May 1, 1992 and each May 1 thereafter-Submit a list of local roadway and
transit projects intended to maintain or improve the level of service on the designated
system, and to maintain transit performance standards.
Alameda County _ xvii _ Executive Summary
Congestion Management Program June 27, 1991
DRAFT
Database and Travel Model
California Government Code section 65089(c) requires that every Congestion Management
Agency, in consultation with the regional transportation planning agency (MTC in the bay
area), cities, and the county, develop a uniform data base on traffic impacts for use in the
countywide transportation computer model. It also requires that the countywide model be
the basis for computer models used for county sub-areas and cities, and that all models be
consistent with the modeling methodology and datz bases used by the regional
transportation planning agency. The Alameda County CMA also approves sub-county area
traffic models, and models used by local jurisdictions for land use impact analysis, if local
jurisdictions decide to perform this work on their own.
The purpose of this requirement is to provide the congestion management decision making
process with a uniform technical basis for decisions. This includes the consideration of
the benefits of transit service and transportation demand management programs, as well as
the need for projects that improve congestion on the CMP highway and arterial system.
The modeling requirement is also intended to assist local agencies in assessing the impact
of new development on the transportation system. Alameda County has already submitted
its model for a determination of consistency by MTC.
Conclusions
As proposed, the Alameda County Congestion Management Program fulfills the spirit and
intent, as well as the requirements of the law. Specifically, the Alameda County CMP:
> Contributes to maintaining or improving transportation service levels;
> Conforms to MTC's criteria for consistency with the Regional Transportation Plan;
> Provides a travel model whose specifications and output are consistent with MTC's
regional model;
> Is consistent with MTC's Transportation Control Measures Plan;
> Specifies a method for estimating roadway level of service (LOS) which is consistent
with the CMP law;
> Identifies candidate projects for the RTIP which meet MTC's minimum requirements;
> Has been developed in cooperation with the transit operators, the BAAQMD, MTC,
adjacent counties and Caltrans;
> Provides a forward-looking approach to dealing with the transportation impacts of local
land use decisions.
Implementation Issues
The following implementation issues will require further action by the CMA, and some
may require legislative remedy:
• Funding to support rt the congestion management program, including adequate capital
g
resources and CMA/local government funding.
• Excluding segments of the roadway system currently at LOS "F" from conformance
with CMP standards could force resources to be redirected to less congested facilities.
• Ability of the CMA to influence transportation investment when most transportation
funding programs are beyond the purview of CMP legislation, such as transit operating
funds, most transit capital funding, the inter-regional road program and the toll bridge
program.
• Responsibility for monitoring and maintenance.of LOS on the state highway system.
• Potentially conflicting goals of the CMP and Air Quality programs.
Alameda County - Executive Summary
June 27, 1991
Congestion Management Program
DRAFT
> Implementation of jobs/housing balance strategies.
> Assessing the transportation impacts of land developments which do not require
Fm General Plan Amendments will necessitate further study and the development of a
specific approach.
> Disposition of fuel tax subventions that are withheld from local jurisdictions for non-
conformance.
> Procedures, rules, and specific data requirements for conformance findings and
Deficiency Plans.
> Refinements in the CMP following adoption of the MTC's Regional Transportation
Plan and the Bay Area Air Quality Management District's Clean Air Plan -- both are
expected to be-finalized in the summer 1991.
Alameda County _ xix _ Executive Summary
t Congestion Management Program June 27, 1991
Item 4.6 Exhibit Missing
Full Draft Report