HomeMy WebLinkAbout0329.091• .>'" •.•
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June 1', 1990
HONORABLE CITY COUNCIL
Palo Alto, California
10
Santa clara County Congestion Management Agency's Draft Congestion
Maoaq@mept Program
:Members 0 f the Coun.c i 1 -:.
REpoRT IN BRIEF
The purpose of this staff report is to: (1) forward the a~tached
draft Congestion Kanagement Program report (Attachment 1)-prepared
by the Santa Clara County Congestion Management Aqency, and
(2J recommend that Council revie.w· and endorse the program, with
appropriate comments, and communicate its actions to the Agency for
consideration in the sUbsequent refi~ement of the program.
If the Congestion Management Program report is not
de~ivered by the Congestion Management Agency in
time to~ inclusion in the Council packet on
June 13th, it will be delivered under separate
cover on Friday~ June 14th.
BACKGROUND
In June 1990~ voters of the State of California approved
propositions that included a requirement th3t each urbanized county
in California prepare, update, administer, and enforce a Congestion
Management Program. Since that time, Palo Alto has directly
participated in the policy and technical aspects leading to the
approval of a joint powers agreement to form the santa clara County
Congestion Management Agency (CMR:226:91, 4/11/91), and the
preparation of wor~ing papers on a variety of program el~ments.
Included as Attachment 2 is an overview of the Congestion
Manageme.nt. program (eMP} ~ d.escribing the primary elements and lDajor
issues related to congestion management. This paper 'Was previously
provided as part of U·.e reference :materials for the Council/
Plan...,inq Commission jOint study session on Regional Planning Issues
on June 3rd (CMR:30G:S1, 5/30/91).
CMR:329 :91
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While city at-aff has not ha~ the opportunity toO rey-iew the Draft
Congestion Management Program report, we have participated in many
of the discussions during the development and review of the working
papers, trom Which the material in the report has been drawn. Many
ot thes.e same working papers ha .... e a1sc been reviewed, and. scme hav!!
been apprcved, by the governing board of the Congestion Manaqement
Aqency~
REVIEW OF CURRENT DRAFT CKP pocroo;lf1'
The governinq board ot the congestior. Manaqement ~gency is
scheduled to consider the draft CMP on June 19th, and approOve a
draft CXP on June 27th ~ Further wor-k is toO continue during tl'ls
summer and early fall with adoption of a tinal CMP by the
congestion Management Agency by the end ot NoOvember~
Staff .ill review the CMP document, prior toO the Council meeting of
MoOnday, June 17th, and provide comments to the Council at that
time. staff fully expects toO recommend that Council endorse the
draft CMP and torw~rd appropriate ccmments to the conqestio:1
Management Agency.
VIN L, OVERWAY
.fuN~:~-iX."" o"'o,~
istant c~t~ ~ager
Director of Planning and
community Envir-onment
tachments: 1. Santa Clara county Congestion Management Program
Report (ORAFT)
2 ~ santa Clara county Congestion Management Progr-am
Overview
cc: Planning Commission
Stanford University Planning Department
palo Alto Chamber of Commerce
California Avenue Area Development Association
CMR:n9:91 6/13/91
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SM'TA CIARA COUNTY
CONG~ON~~AGEMENTPROG~~
The Congestion Management Agency was llnabJe
10 provided this repor1 in time for incJusjon in the
June 13, 1991 City Cou!\Cll Packet. The report
v..ill be distributed under separate cover on
Friday, June 14th.
ATTACHMENT 1
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SANTA CI.A!U. COU,.,'1Y
CONGESTION MANAGEMENT PROGRAM
OVERVlEW
A ITACHME.1'IT 1
The objective 0( this document is 10 provide th~ CMA Governing Board w:th ~n
overview of Santa Clara County's proposed Congesth..", Management Program (CMP).
ft inclucfes this ~oducIion which provides background information on the CM? and its
elements, as wen as a discussion of Issues related 10 the ovaran CM? FoRowing the
~oduction. a SUmmar( of each of the program's elements is presented, This summary
nciudBS a general description of each element. how ~ is Unked to other elements, major
decisions 10 be made, and a timetable for decisions.
Santa Clara County's draft Sase Year CMP Is SCheduled lor approval by the
Congestion Management Agency {CMAj Governing Board at its June 1991 meeting. The
final CM?, which wiB nclude the ",,",plete environmental review, must be complete by
November, 1991. Staff is currently worI<ing with the CM? TeclvlicaI Advisory Committee
(TAC) to develop individual elements o! the CMP. Major decisions regarding those
elements will ba presented to the CMA Governing Board lor pre r.minarj approval as they
are develClpi!d. The purpose of this overview is to provide the CMA Governing Board
w:th a context n v,hie,'llo make these decisions.
l should be understood that preparation of Santa Clara County's CongestiO'l
Management Program is O<'gOing and some aspects of the program described below are
stiR being defined n detail. Therefore, this sho'-Jld be considered a working document
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kMf. BlckQrouncr ond Element Ou!I!n.
The Congestion Management Program IegIsla1ion was developed in 1989 and
1990. The eMF' legislatioo was linked to voIer approval 01 Propositiorl 111. SO that I
ProposItion 111 p83$Id the CMP leglslallon would become e!Iective. (Proposition 111
ceIIId klr raising the state gas tax to provide funds for Increased transportation
spendIng.) PropoIiition 111 was approved WI June 1990.
The CMP Jegislation is complex and I !e""es a sIgnificant amount 01 latitude to
JocaI jurisdictions in preparation 01 the plans. WhIle the CMP legISlation is imprecise. its
intent is clear. to 10duu ~ Ihroug/l. combiJuz_ oftrruupar1J1Don improvonenlJ. /and.us<
p/4nninr tIeciJ£ons, /rip ~ profTd"" (TDM) .1Id Wnsit suvic. implr>YmomlS.
The CMP legIslation requires that all urbanized counties in Camornia prepare a
Congestion Management Program (eMP} in order 10 re<'Alive theIr share 01 the increased
gas tax revenues approved by the voters n June 1990. The legislation spedlies that
eMPs i1cIude certain elements. Other elements are necesS8IY to provide information.
In the Io!1OYIing diSCU$$ion, the nl."\EI basic elements proposed for Santa Clara County's
CMP are oUlfined. The main body of this overview presents a more deta"ed description
of each element
1. Syst"", De!inition E1emen!' System delinition cor.sls!s 01 specifying what roadways
will be part of the CMP system. The CMP legislation specifies that an state
highways and principal arterials be included n the eMP System; n Santa Clara
County the CMP System will roude coun1y expressways. Roadways which are
part 01 the system must be monitored to ensure \hat they operate within the eMP's
adopted acceptable leveI-of·service.
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2. Sys!l!m Leyel.qf§ery!ce Standards Element -This element consis's of setting a
lI'landard for IraI!ic operations on tho) CM? roa~ system and choosing a
uni10rm meihcdology b" evalo.:a!ir>g traffic cperatio(;S.
Transft Standards Element -This element consists of setting standards for transft
frequency and routing. as well as coorcfltlalion with other transft systems. as weD
as defining a eM? Irans~ system (network).
4. Trip Reduction and Travel Demand Management Element· This element consists
of developing a transportation demand management (TOM) prog,am lor Santa
Clara County. This w:ll F:dude developing rel.ted uniform roM adinances
1hroughout the~. TOM programs are designed 10 reduce traffic ccngestion
by encouraging strategies such as ridesharing. transft usa. sfte design guide,nes,
and parking managM18nt.
5. !)atabase and Mcder,ng Elemen! -This element consists of developing a
coun!ywide computer model for evaluating !he impacts of Iand-use decisions on
the regional transportatlon system. The CMA ",11 also approve sman·scale
\l'arlSportation models used by cities \0 evaluate \he impacts of d,l'Ielopment
projects and Genera! Pta" land-use emendments.
6. Land-Use Analysis Program Element -This element consists 01 developing a pro
gram (8 me:tlOdoIogy. not a computer program) 10 ensure !hat \he impacts or
Iand-use decisions on the regiOnal transportation systems are evaluated.
7. CaOOallmprO'Jemerj Program (eIP) Bement· The CI? identffies projects which wm
improve the performance or \he CMP System and help IMilt trans~ and LOS
standards. The OlP includes projeCIS prioritized for state funding which w11i be
submitted by \he CMA 10 \he Metropofrtan TratlSpOr1ation Commission (MTC) for
i'Idusion ~ \he Regional Transportation Improvement Program (RTIP).
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MonitoOOg snd Conformance Element. The CM? must be monitored on an annual
basis. The CMA must eertI!y It1at Ioc:ai gcvemmerrts are in c:ontormanee with !he
CMP In order to receive the new gas tax rewn<J8S.
[)efIeieney Plan Element -The CMP legislation Epecilies !flat Ioca1 gov9rrvnents can
prepare ~ Plans for transportatlon faoTrties which are no! in confom'\ance
with the C~ 'P standards. Deficiency Plans must Improve overall system operation
and Improve regional air quafrty. The CMA is also responsible for app!'0'Mg !ocany
))f9p3Ted Deficiency Plans.
Overan CMP Illues
in adcfrtion 10 !he nine basic elemen1S which will be included in Santa Clara
County's CMP, 1here are ITne major issues whiCh affect all elemenls: CM? timing,
enviror.menta! review, and the relationship be!ween the CM? and air quaIlty requirements.
EaCh of these overall Issues is o"lScussed below.
CMP TunIng and Sc.t!eduTe
The County's Draft Base Vear CM? must be completed by June 30, 1991. The
Final Base Vear eMP must be completed by November 1991. Once the Ba5e Vear CM?
has been prepared, the Metropo!"lIan Transportation Commission (MTC] wl1l review h and
determir.e whether lis consistent with the Regional Transportation P1an (RW). k should
be noted that the state (CaJtrans) is required to provide certai" traffic data to the CMA for
!he CM?; there Is some questioo as 10 whether that data ca., be provided in-time lor
completion of 1he Sase V.ar CMP.
in Mure years, the CMP must be monhored amually 10 evaluate conformance,
and the CMP Itse~ can be updated 10 reflect changes. As part of this moniIoring the
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CIM must determine whether local government transpo<lalion and lanckJse pIa!Y1ing
decislons &rlI consistenI with the CMP. r a local government does not maintain CMP
standards • may loSe Jts naw gas tax subventions through a finding of non-conformance
edopted by !he CMA.
FNlIy, I should be noted lhat some elements of \he Base Year eM? may be
~Ioped ~ more detail ~ lutufe CMP documents. For example, the Oe1iciercj Plan
EJemenI will become more mportanI afler \he initial (base year) CMP, therefore this
element wilT probably be more fully d6veloped In the future; however, guiderll1BS lor the
OeIiciency Plans will be ncJudsd In the Base Vear CMP since Deficiency Plans will have
rnpiicalions in \he design of the other elements. Other elements wIllch would be further
evaluated in Iutufe years ncJude the TOM Element. the lAnd-use Analysis Program
Element. and tne CIP Element.
Environmental Reyiew
Unless there is a speci1ic exemption 10 CECA by the leQislature, Ihe CIM will be
required to prepare some form of environmer>ta/ review (EIR or a Negative Declaration)
as part of the CMP. The CIM Governing Board has supported the concepl of a
l6gislative exemp'jon. Since there may be no action on an exemption pOOr to the Base
Year subml!ta/ this November, the eM.'. must prepare a plan for meeting the CECA
requiremenl!;.
The current understanding is that the CMP envirorvnentaJ analysis would be
comple1ed between submissiorl of the Ora!! CMP (JurnI 30, 1991) and submission of the
Fonal CMP (November 1991). ft should be unaerotood !hal CECA conformance wH! have
sehedule and cost rnpiications.
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The CMP wfII also be closely related to air quality. Thi! eM? must be responsive
to regiOnal air quality guidelines and mandatory requirementS n the Regional Clean Air
Plan currently belng prepared by the Bay Area Air QuaJlty Management District
(BMQMDJ. The eMf' legJslation speci!ias 1ha! the eMP must conslder the potentla! effect
of regional air quaTrty guider.nes in the Trip Reduction and Travel Demand Element, the
DeIiciency Plan Element, the Capital ~mert Program, and the Trans~ Element. All
Oefic.:iency Plans must incklde actions Yihic1l slgni!icantfy ~ air quafJly .... the region.
In order to comply wiIh CaTIfomia Clean Air Act requirements. a more proactive
TOM program than required by the eM? legislation may be na<:eS$8J'f. This program
COUld be c:oordlnated through the eMA. The eXlellt of this more proa.ctive TDM progra'Tl
will be determined in part by the aAAOMO's for!hcoming decision regarding curren! air
quality n the region. Prenminary information from the SMOMO ind"lCaIas that the region's
air quality w;n be rated "Severe', which mal<es • Ekely that the fT1O(e proactive roM
programs will be necessary.
CMP Element Summary
In the tex! wt.ich loIIows, each of the fIlne elementS in Santa Clara County's eM?
is described. These descriptions include information on the element's imponanc;e, its
Dnkage to other elements, and issues wrrounding preparation of !he element. FonaJIy, a
brief descrip!ion of cIeds10ns which need 10 be made regarding each element, and timing
for those decisions is prasented. Timing for elementS is presented in three categories:
Base Year TaslIs mL!St be comple1ed before June 30, 1991: Annual Tasks must be
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I -. 10 Mart;h 1991 _ paper _"" by cw. SIal! !!lied: The ~ B<twun The
C4/ifomilz Ai' QwIlio/.Act of 1988 IWl ~ M"""I"'W" Pimo Lqisl.WJn.
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perlormad each year starting n the 1991-1992 CMP year; a."ld Future Year Tasks may be
perlormad at VWIOus times n the future,
1 • CMP System DefInition Element
The CMP legislation requires the CIM 10 designate a system C1I roadways as 1he
CMP System. The legiSlation also d1scusses lransij as at1 mpo!1ant part C1I the overall
1ransportation system, hOwe\I8f there is no expTlCiI directive in the legislation 10 desig<1ate
a "Transit System' wh.le1here is expjjcil directive to es1abf1Sh a roadway system. 8eC'ause
of the importance of 1ransft in serving 1he county's 1ransportalicn needs, the CIM Staff
reccmmends explldlly defining a 1ransit system in the CMP Transft Slandards Element
I should be noted 1hat both roadways and 1rat1sij w11l be nc!uded in the system which
is part C1Ithe countywide 1ransportation model and is evaluated n the land-vse analysis
program.
The reason for defining • roadway system is to specify roadways for level-of
setvice mooitOring. The legislation is reTatively specific with respecllo what roads must
be OOuded In the CMP System. tt states 1hat an Slate highways and principal a'1erials
must be part C1Ithe CMP System. However. the definition 01 pmcipa/ arterials is left 10
irKfrvidual counties. The legjsla!ion also specifieS 1hat roadways can be added 10 1he
CMP System n the future, however, onoe a roadway has been made part of 1he syslem
l may no! be removed.
The CMA Technical Advisory Committee (rACJ developed. proposed CMP
Syst~m wflich i1c'udes an state highways, county expres..oways, and prinCipal artarials
(defined as sbc-lane faCIlities, or non-resklenlial arterials wiI/l average daily 1raffic (ADD
C1I30,OOO vetlicles per day). A lafge portion of 1I1e desig<1ated syslem is State highways
and county expressways. The system was re\liewed by local jurisdictions. and 1he CIM
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Gowming Board gave pre/imlnaIy approval for iho system on December 19, 1990. F.-.aJ
adoption d 1he CMP SysIem will take place tl November 1991. FIgUr8 1 mustretllS 1he
I9COITII1"I8fdecl cMP ~ sys1em. The CMP 1011""'8)1 system should be cr.>nsistent
with 1he MTC's regional roadwa'/ system.
Local governments will perform ITaflic courns and IrlCisIing liNeI-of-service analysis
lor per!S 0/ the eM? System wiIIlIn their jurls<foClion. Ca.'trans wIlT provide similar data for
Ihsir part of the systen-. fiasponslbtlity for data c:on.ction and monitoring rests with 1he
j.JrisdtcIIon whid1 operates \he fadl'ny or I'rtersecllon traffIC signal II should be
emphasized 1hat Caltrans has expressed cIiffieul!y In providing traffic volume data for par1s
oIlhs system under Its jxisdiction; this may affeC! the completeness of 1he baH year
eMP.
'The System Definition Elament is linked to the Leval-ol-SeMee Element. the Land
Use Analysis progrwn Element, 1he Dalabase and MocIsfrng Element, and the MM~oring
and Conformance Element
Major DedsPons ~ Tming
1·1 SysIem Definition (Base Year Taskl-The CMA Governing Board gave prenminary
approval for the eMP System at Its December 1990 meeijng. Determination 0/ the
monHoring Ioca!ions on1he system (ontersections and segments) will be de'leloped
bylhe TAC. Final adoption oflhe CMP System wi11lake place n N0Y9mber 1991.
1-2 System Reyiew (Future Year Task! -In future years the CM? System can be
revised by adding appropriate new roadways to Ihs system.
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CMP ROADWAY SYSTEM
FREEWAY, EXPRESSWAY
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DA"E rJan_ 1991)
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:2 • LfteIo01'-s.rvtc. Element
The CMP IegisIa!Ion req<.irss 1h3! 8 1ewI-of-serv!ce standard be estabflShed by lhe
CMA lor the deslgnaIed CMP System. levek:J!-seNice (lOS) Is a measure Dime quaIi!y
of roBdwrtj Dr IntenIection operatiOn; 1eveI-oI-s8lVice Is defined In iettar fOm'I ranging from
lOS A (leas! ~ to LOS F (most congested).
The CMP legisla1ion requires thai the levekof-service standard be set at lOS E or
better; howeWr, the standard for faClTrtias which are c:ummtIy operating at LOS F can be
lOS F. Therefore t Is important thai local jurisd"1CIiona to identi!y the parts of the CMP
System which are curT9llIIy operating at LOS F In order to ensure that they are not held
to a tJjgher lOS standard In the Mure.
LeIf8l.of·sar';ce is 8 critical part of the CMP because new gas tax subventions may
be withheld it a clIy does not maintajn the CMA adopted LOS standard, or have a CMA
approved Defic:jency Plan. There are two Important aspects of Iell8kof-service standards:
establishing an aeceplable standard and determinjng what method will be used to
measure IeveI-cl·serviCe, each Is described separately below.
The Level-of-S<!rvice Eieme nt is linked to t'le Database and Moder.ng Element, the
Lancl-Use Impat:t Frogram Element, and the CMP Syslem Element.
Establish AcceQ\8b!e leyel-of-Serviee Standard • The TAC is considering a
recommendation that LOS E be adoptad as the standard lor !he CMP System, assuring
tha least potential for dISruptive impacts on near-term Iand--..se decisions. The TAe Is
also consk!ering use of a higher lOS standard (e.g. lOS OJ lor the South County area
based upon a request by south county cities.
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The TAC Is also considering setting a higher level-ol-servk:e Q!li1, bas.d on local
dly poIicie8. local goals wcu!c\ be taken ~ account when neighboring Jand-use
decisions Impact \hem.
It is 0np0<tanI1o emphasize that Ioc:alIanckJse de<:isions can contiooe to be made
based on a better Ie\~·service standard, I desired by a city. The intent of Ills CMP
stsndard Is 10 estabI"lSIl a rninJmum lave! of operation for roadways or regional
Iignificance.
The final recommendations for acceptable level-ol·service standards will be made
when existing concfrtions (based on inIomlation being coIl9Cted from the cities. iI1e
c:ounIy, and the state) have been reviewed, and wher: the convnon melhodology for
measuring LOS has been adopted by the CMA Governing Board.
leveklf·Service Methodo!ogy. The CMP legislation required that a un~onT1 method
be used 10 evaluate !evef.of-serviCe on the entire CMP system. The legislation gives
CMAs a choice n the level-ol-service methodology they use for the CMP. The choices
are:
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The most recent version of the Hi{;llway C4pa<i1y Ma1UUl1 (1985 HCM): or
A method consistent with the most recant version of the HCM.
This choice is Imponant because lndIvidual cities have an "vestment in the particular
method they currently use 10 evaluate LOS, since development d~ions have been
made based on it. Because of this issue's inportance. the T .... C retained Wilbur Smith
Associates (WSAJ 10 evaluate level-ol-servk:e lec!v1iques and 10 assist in choice of a
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method. A report on ~ \evek:of-aervlce teChniques has been prBpared' and
reeoc i _ndaIloIlS will be presented 10 the TAC, then IoIWarded 10 the CMA Governing
Board.
MaJor Dtc!sjons -Tmino
2-1 Establish lOS Standard (Base year Task) -The TAC .nil develop a prerl1T1inary
recommended LOS Standard. This standard wfI! be reviBwed w!\en exisling
conditions data has been c:onectBd and 8'o'8lLlSted. Then t wiD be presented 10 the
CMA Governing Board for approval. Base year standards must Identify an current
lOS F Intersections and segments.
2-2 QhoosB LOS Met!Jodolooy (Base Vear Task) -The TAC Is currently worI<ing closely
with cities evaluating LOS methodologies, The TAC expec!s 10 make a dB<:ision
on a methodology i1 MarCh. Following choice of a methodology, specific
assumptions and methodology software will be recommended 10 the TAC lor
approval, The elM Governing Board will be asked 10 approve the lOS
methodology at iIs April meeting.
2-3 Assist WrIh LOS Methodology Implementation (Base Vear T.sk\ -The CMA,
1tv00000h iIs consui!an! WSA. will assist cities i1 implementing the lOS methodology
chosen lor use in the CMP, This asslstance will consist or directions lor use of
solIware, cla3sroom training, and im~ed ~ 10 in<flViduaJ cities.
2-4 Revise LOS Standards (Future Vear Task) -In fu\ufe years, the CMP's level-of
servic:a standards may be revised, bUt lhls ",,.11 be done V<I'Y infrequentiy.
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2 Wilbur SmIth AssociaIos; 1_ Leffl-cf-S<rviu Ttdvoiquz E,~ &vised hpon;
~20,1990.
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3 • Tranaft Stlnclards Element
The Iegis!a1ion requires !hat standards for the frequency and routing of pub~c
transit a.'ld for' h c:oordina!ion c:J Iransit MN'.ce prcMded by separroe operators be
h:luded In the eMP. The legislation cIaarIy mends It1at Improved trans~ servfee be used
to reduce congestion and Inprove air quarrty, but ilcludes few expIi~ Iransft require·
ments. Therefore, developinQ inKsges between !his element and o!t>er eM? elements,
ncJudIng the Land-Use Element. the TOM Element. ~'" Deficiency Plan Element. and air
quafrty improvamel"ll effOI1s, will be important.
The ~ requires trans~ frequency, rooting. and coordination standards.
Typical standards lnc!ucIe:
o Operaling frequencies 00 trans~ routes;
o Service hour$ on lransit routes;
o Transfer agreements between tr~ ope~ors;
o Schedule coordination between trans~ operators;
o IKl1limum headways (service frequencies); and
o Transit stop locaIion criteria.
~ addltion to these types of standards, as p3rt of Santa Clara County's eM? a transit
system networ1< will be defined. This system will be simnar 10 the roadway networ'<
defined In the CMP System Definition Elsmant. and will be part of the countywide
lransportaOOn model.
Basic ~ standards whidl refiect currenllrans~ se~ce will be ilcludad in the
first·year CMP. In the Mure. the standards can be expanded to reflect potenliaI
Inprovem&rrts 10 ~ service through implementation of projects in transit ccrrido;s or
i'l support of specffic !and-use deveiopmel"ll plans,
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A key part 01 the Trans~ Standards Element will be the IdentiIication 01 transit
COl r1dOrs. Transit corridors are being ckIveIoped by the County (as part ill the T-201 0
planning 1I!!ort) and on a regiOnaIleve! by the MTC. They will d/I1Ine areas where high
capacity lraflsil MtVIaI coordV1atad with developing Iand-use p81\ams are feasiole and
needed to meet projectecl1r8Vel demand.
While ~ trans~ seMce has \he potential to help reduce congestion and
improve air qual"IIy, sufficient f\.nding for bolI1 transit ~ projects and increased tra"lSit
ooerations will need to be iden!ffied. Transit ~ projects .",11 be ncIuded W111'ie Capital
Improvement f'1.an prepared as part oItha CMP.
This typ6 01 planning at!ort will be closely finked to the CMP'. l..and-lIse Analysis
Program Element, Trip Reduction and Travel Demand Element, and Dei1ciency Plan
Element
Majpr DecisiQ!1S -Tmino
3-1 [)eye!op Transit Standards (Base year T""kl -The TAC has reviewed prenminary
Iranslt standards which are based on existing transit service patterns. These wIll
be included W1 1I'ie base year CMP provided to !he CMA Gm'8ming 60ard lor
approval.
3-2 Bevise Transit Standards (future Year Task) -The initial CMP transit standards will
be revised Iorfuture CMPs basec:l on \he Coumy'$ T-201 0 translt piBMing process,
transit corridor plans, and ~nkages to O!her CMP elements.
4 -TrIp Reduction end Travel Demand Management Element
Transportation Demand Management (TOM] is a term used to indude a large
number 01 strategias whicl1 are designed to reduce trips. roM programs range from
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8imP/& maz1<e!i1g eIforts (e.g .• 'lCOUflIging ridesharing) !o more complex public po/1des
(o.g. deV9Iop!ng site de.<Jgn gyidelines ~nded !o reduce I1aVeI demand). These
pc ognu71S are deSigned to rnprove the overall lsveI-oI-servlce on the CMP system by
rec:Iucitlg vehlde tr%ls Ihrough !he enminalion Of Irips, 8hiI!ing Of modes, or group;ng Of
!rips.
I should be emphasized that TDM programs are a crucial part Of meeting
CaJifomia's Clean Air Al;j. requirements; therefore, there is some overlap between CMP
programs and Clean Air Al;j. programs.
The CMP legislation requires lI1at a trip reduction and travel demand ordinance be
adopted by aIT cities and the coun1y. Therefore, CMA stafI will WOIl< with !he TAC 10
prepare a recommended countywide ordi.'l'lnC8. ThiS ordinance will be oonslslent with
MTC and 8AAQMD requirements .• wi!! indude basic trip reduction strategies (such as
ridesharing, encouraging bic:ycrlflg, TOM COOfdil18tors, and commute a~emalive ince~
lives) as part Of an employer-based program. Additional featt. .. es may be added in Mure
years.
L'1 the Mure, as part Of Carrfomia Clean Air Al;j. requirements, more advanced trip
redvc!ion strategies {such as s~e design gyidennes and inOlrecl source review) may be
needed.
In add"rtion to developing the recommended orcftnance, the CMA win develop
guideOnes to evaluate trip reduction program effectiveness; lI1is will be an important
aspect 01 conformance with air quallty requirements as wen as pro\!idlng data for the CMF
mon~oring effort lnitiany, monitoring will assess whether the troll reduclion ordinances
are in place; later, TOM effectiveness in terms Of increasing average vehicle ridership
(AVA) will be evaJuated.
14 F.b 20, lW1.
An __ stilIlD be addressed Is !he level ~ TOM support 58IVk:es which 1he CMA
will prov!cIe lD 1oCaI,iJri8dic:tio<l. The TAC is i'MIStigating 1he potential bene1iIs ~ having
a single agency manage TOM serW::es for many cfrfleront employers and c:!tie$ In terms
~ cost-e!!iciency and program eIIedlven!Iss.
The are many &OOges between !he Trip Reduc!ion and Trawl Demand Bement
and other CMP elements. These indude:
o Cc.nslderat!on ~ jObs/houslng balance issL185 (linkage to Land-Use Impact
Analysis Bement);
o High Occupancy Vehicle (HOV) Facirrties (lin..age to Cap~.al Improvement
Program); and
o The strong linkage between TOM and !he regional air quartty plan.
Major Decisjor,s • Tvnjng
4-1 roM OrcfrnanCB !Base Year Taskl • The TAC is developing a recommended
IMliform TDM orcfmance 1L"1d trip reduction program. The ordinance will be part of
!he base year CMP.
4-2 Adootion ~ TDM Ordinance Near One Task) • AI! cities will be required to adopt
a uniform TDM ordinance by J\JIe 30. 1 S92.
4-3 CMA Support Sery!ces /Base Year Taskl • The TAC is currently evaluating the
benefits ~ having the CommuIer Networ1< provide TOM support services to cities
Mel emplOyers ltTougIlOu! !he county. A recommendation on· TDM suppo:1
II81Vioes will be made lD !he CMA Goveming Boarcl ., Apri 1991.
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4-4 Mam Nt auarrty TOM Require'7lenls (Annual Task) -The CMA stat! are currently
evaluating more adIIaooed TOM program ac!ivities whid1 may be requirBd to
=npIy with Ca!ifomia Clean Air Ad and Regional Clean Air Plan. The CMA
GowmIng Board and TAe will be kept up.lo-dat. on tNs process whid1 WIll be
driven by Bay Alea Air ~1y Mana~ment DistriCt (BAAQMD) and CaJ;iornia Air
Resout:es Board cIe<::isioo&.
4-5 MO!li!or roM EffectiyJ~ess <Amual Task) -The CMA Yoirr monitor TOM program
811ec6veness for pufpOS8S of determining local conIormance WIth the CMP and
gauging Its eflectiveness at me9'Jng Car~omia alr quarlly requl~ements_
5 -Detabas. and Moder E1emltnl
As part of the CMP pi'OC6S5. the CMA must develop a uniform database on traffic
conditions and land-uses for use in a C'JUf\tyMde transpor+.a~on model Funhermore. Ihe
CMA must approve models used by local jurisdictions 10 evaluate Iralfi<: impacts on the
CMP system.
I is important to d"lSlinguish between large-scale models [such as MTC's Regional
Transportation Modal and the countywide transportatiOn modery and small-scala models
(such as models developed to evaluate project Iranspo<talion rnpacts). large-scale
models are used by regional agencies or counties for evalualing major land"""" decisions
and regional transportation facl1ities (lor example, estima~ng Mure traffic volumes on a
freeway or patronage on a nght raJ1lrans~ line). Small-scale traffic models are generally
used by cities 10 eva/uale transportation impacts 01 specific development projects or a
set of projects on a more detaJ1ed level, Often, these smail-scaTe models do not analyze
major regional fao1ities suc:'l as freeways. Uroder the CMP legislation, the CMA must
certify that these small-scale traffic models are consistent with the large-scale transporta
tion models.
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This eIemert Is dlrect!y Inked to 1he lOS StandardS Element. 1he Land-Use
Anal)."Sis Program Eiement, 1he ""'" otr."11g and Con!on'n&nce Element. as we! as !he
T.-it Standards Element.
o!!labase -The data,,"_ will consiSt 0/ info<maIion &bout l8nd-use decis;oos,
regional ~ eysI&m i"nprtMIments, mitigation measures, and otMr infomlation
M8CIed by 1he CMP to monitor changes i'1 cities and the county. lnitialland-IJge data wlll
consist 0/ AssocIation 0/ Say Area Goverm1ents (ABAG) dala Is being reviewed by
ncflViclual cities.
The database will be updated amuaI1y by hdMduaI cities and t'1e c:ounty as pa'1
0/ Ih6 CM!' Monitoring and Conformance Element. Database guider Illes and format
Worma!ion are being developed by \he T AC. The d .. ;abase will be used In the
MonitOOng and Conformance Element to determine conformance with 1he CMP and wtll
be used to update the t:O\Jt"\t)'Wide transpo<la!ion model. (More detaJls regarding specific
data w!lich will be i1cIuded i'1 the daWbase are presented below in the description 0/ the
CMP Monitoring and Conformance Element)
Countywide Iransportatign Mode! -The counIYWide transportation model will be
an negra! part 0/ several key CMP Elements. For example, th'> counlyWide transporta
tion model wm be used i'11he land-Use Program Elsroent to evaluate:
1. CumJIa1ive Iransportation Impacts 0/ fand.use decisions;
2. knpacl$ 0/ Iand-use decisions on subareas (lI1CIucfing more than one
pisdicfion); and
3. Long-range forecasts and trends.
Th .. model will also be used i'1 the capi!allmprovemenl Program Elemenllo de!ermin.a
how transpOr1aIicn projec:Is In the ClP support CMP objectives. arid to Identify potentia!
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Mura program areas; t could also be used 10 evaluate air quarrty i'npacts lor purposes
of approving De1ic:lency Plans.
The CMA Governing Board dedcfed in November 1990 10 Lltm2e the Coonty's T-
2010 Transportalion model The model Is currently being updated 10 satisfy 1he
requirements of the CM? Using the T -2010 model is cost-effective (as development of
a new model would be a very expensive task). It also ens",.s that the CMP will be
consistent with other county transportation plannir,g efforts.
Major Decisions -'lIT1ino
5-1 Update T-201 0 Model !Base Year Task}-The CMA's modenng consul!an~ Santa
Clara County's Center lor Urban Ana!)I$is (CUA) , is currently updating the T-201 0
Model lor use In the CM?
5-2 Review MAG l.a!!c!-Use Projections (Base Year Task) -The TAC and cities are
currently reviewing Association of Bay Area Governments (ABAG) land-use data
and projections. This data will be used in the CM? model 10 estimate More ye ac
transpo<tatiOn ooncftlions.
5-3 Co~eC! Base Year Traffic Data mas. Year Task) -The cities, countY, and state
need to provide traffic data lor the model. The exaC! type of data required wW
depend on the IeveT.of-service me!hodology chosen lor lhe CMP. Once 1he lOS
methodology has been chosen, data conection w;li begin. A prefirrunary deadline
lor submittal of traffic data to the TAC is Apr~ 31,1991. • should be emphasized
that lis ikely that the state (CaJtrans) will not be able to meet this sc1',edule which
could rasLlft in submission of an incomplete CM?_
5-4 Calibra!e and Run CMP Mpdel (Base Year Task) -Once !he base year traffic data
is available, the modeTtng consuttant wJll use ~ to calibrate the eMP Model. The
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model wilIlhiIn be run \0 evatual~ MIn (year 2000i tral!ic conditions on \he eM?
eystem. Model resullS will be i1cIuded i1 1M baH year CMP.
5-5 F!!Mst CMP Database and Model illnnual Taslsl -The eMP database will be
<e'Iised on lin annua/ basis as par1 Of the CMP MonitCfing a.'1d Confoonance
Element. This data will be used \0 ~uate Mure traIIic c:oncfrtions on the CM?
System using the coun!yWide transportation roocIel. h is expectecl thai the Santa
C!ara County CUI. will maintaIn the model and run I/. !O< Mute CM?s.
5 -La nd-IJ .. Analysl. PrO(lram £lorn ent
The CMP must 00ude a program for analyzing the impaclS Of \and-usce ded$ions
made by local ~ctions on \he regima! transport2!ion syslem, and be able to estimate
the costs 8$SOC!aled with mitigating Ihose impacts. The reason !or !his program is the
growing real"\Zation !hat we have a limi\ed abilily to solve trans~ problems simply
by build"1l"Ig more roadways.
Unttl recently, litlIe attention has been paid \0 the impacts Of local land-use
decisions on regional transportation facilities sUCll as =e highways and county
expressways. This has led 10 major ~..stion problems on those facilit'es. To address
this problem, the CMP legislation requires ciities \0 evaluate impacts of land-use dadsions
on regfona1 Iransportation fadlIties. The purposes Of the eMP's Land-use Analysis
Program inc:Iude:
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f. Facilitate inter-furisdictiona1 cooperatiOl'l in land-use decisions;
2. Satisfy the basic requirements Of the eMP legislation. providing guider.nes
and interpretation Of the law where needed;
3, Maintain the lead position d the lOcal agencies n project specific reviews;
and
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4. Focus CMA review of tand-use de<:isloos I.:> Ihcso matters whicl; significantly
mpac:t the CMP transportation system, and/or <wolve multi-jurisdiClionai
pat1i::lpalicn.
The CMA's amua1 monitorV'lg program willlnclude !he fancl.use decision maki"9
process. The CMP legislatiOn requires that an elements of the CM? be monttored to
dete<mine con!orrna."1Ce with Ihe CMP. land-use decision irlformatiOl'. provided by local
gowmrnents. will be a ",iticaJ oompon~nt of the annual monitoring process used to
de!errnine local c:onformance with !he eMP standards. W!he monitoring program finds
that future developmer4 results n vio!a1ion of level of service standards at specific
Icx:ations, !hen. 0<1e or several of the 1oI10wing actions must be token:
1. The development project must be modified 10 avoid the violation (content.
timing. and/or vehicle trip reduction program);
2. Improvements to the transportation system must be made to enmina!e the
violation; a'lCilor
3. A Deficiency Plan must be prepared and adopted by the responsible local
jurisdiction and approved by the CMA
A local jurisdiction I"hich fails to adopt one of the measures lis!ed above could forfett !Is
new gas tax subventions.
A combined subcommittee from the !.and Use and lOSIModer1l'19 Subcommittees
of the TAe has stJJcjled lour inter-related levels of analysis lor measuring the mpact of
new fancI.use decisions. each of the lour levels is described n the following text.
The Levell analysis is expncitly required n the eMP legislation and requires local
gcvenvnents 10 simply report development project mpacts on the CMP ~em. This se~
evaluation is an embodiment of the CM? legislation's language requiring simply a
'program to analyze land use decisions.'
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The Level • ana1yals Is mpIidI !n the law, and Is • Wt!IJ cf using IN moniloring
proce.s& to preview future coodi!ions. !nlsYei n, \he cumulative impacI cf aIT lancHlse
declsions made by Ioca! jurlsd"1Ctions durYIg \he year would be eva1ua!&d for the CMA
The countywide lransportation c:omputer mode! Bl1d/or other lecIYliques could be
employed for !his purpose.
The Lawt IU analysis Is not spedfically required. but is a Iogicsl axtension Of Levels
J and.. !n1.ell9l1l~ large development projecIs (which exceed a predetermined Ihreshold
size) wook:I be submitted to the CMA for evaluation. Evaluation would be perto<med
USing \he countywide transportatiOn modal or other analytical techniquel:.
Level r-Ils not required by law, but may become a practical extension Of the CMP
process. In l..eve! r-I, IocaJ agencies would establish the capacity Of the transportafion
sys\8m for new growth. and would make 1ancHJSe decisions based on !his capacity.
Level r-I Is the most advanced Blfategy Vwest!gated by the TAC and is unfl~ely to be
tnp\emenled !n early years cf the CMP; ft Is intended for future ~"\.
Table 1 summarizes key aspects 0( the I<lIJl" IevIIIs cf Iand-use impact analysis
(Table 1 Is from the land-Use lmpacts ISsues paper).
This elemenl is drrectly iinked to the Database and Modermg Element, the Cap~al
Improvement Program Element, the Monitoring and ~ Element, as we~ as the
Delic:iency Plan Element
Major Decisions • Trning
6-1 Develop I.and-Use Analysis program Stra!!!<Tt fBas& Year Task) • The TAC Is
curen!ly WOtking with stall consullanl, Jerry Goldberg AsIIociates (JGA), 10
develop a Iand-use analysis program for IN CMP. A land-use analysis program
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LEVELS
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Sell.
EwhWioa
Il
CMA
Cumulalive
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!.alp
Projca
Rc¥lew
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ANALYZING LAND liSE IMPACTS
PROJECT
ANALYSIS
By tal.".a. followioi
CMA IIdcpIOd gWdeIincs
By tal.".a.-I
CMA odop<td """Jines
By tal .".a. WI> CMA
....... of J>ft\i<as Ihat ==I
~_Tds
ClIMULA TI VE
ANAL \'S[5
AMuaJ CMA rq>ort _ OIl
_bum tal op>eies
}.JIJUI&l ('M,; _, M>d
impacts IDaIysis based 011
cIala froollooaI og.ro..
Anoual_poriodic CMA
mode"", and owl..,.,.,
-upCIII Jarae project -
loca! ~ 00 COl
fonnan<e "' pori plans
wbidl ba .. t.cn developed'
joinay by CMA and local
ip1cics
eM ..
INVOLVEMENT
-
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High
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REQU[REME~'T5
&pllcitreq-
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(.) (3)
ImpUcii "'1_
CMP: 6lO89,(bJ (I)
(l!X4)
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sInI!egy woOOng paper has been approved by 1he TAC for dIstrfbu1ion to 1he CMA
Gc>v9ming Board.
w pe.,.e!oo Base vear Land-Use OaIabase !Base Vear Task! -Lo-;aJ agencies will
n>view ABAG IanckIse data and revISe them lor use In !he base year countywide
1ranspotla!ion moderlTlg eIIort.
6-3 CMA larJd.U!!e level of Analysis pedsion !Base Vear Task> • The CMA Goveming
Board must deckle whallevel of Iand-use analysis will be pursued In the CM?
6-4 Qeyeloo larw:l-U!!e Malysis Program <Base Vear Task' • The TAC w11i draft
guidelines and a Iand-use data forma! for use by local agencies h the land-use
anaJysis prog;am. The CMA Governing Board will approve lhe$e guiden""" and
1he format requirements.
60S Implement lalJd.U!!e Analysis Program (Annual Task) -The CMA will review
conformance of local Iand-use decisions using !he procedure de!ined for the
CI"Iosen level of analysis.
6-6 Review and Re'Me !.and-U!!e level of Analysis Qec:;sion rF\iture Vear Tas!s.l • L,
Mura years, !he cities and 1he CMA could re\'isa !he level of ana'ysis performed
by the CMA as part of 1he Iand-use iTlpact snalySis program !o better mei!! the
goals of the legislation.
7 -Capital Improvement Program Element
Two major changes in !he existing CaplIaIlmprovement Program (CI?) p/aming
process were Introduced by !he eM? legislation. Frs!, all capita! projects inc!uded in the
MTC's Regiooa! Transportation imprOvamert Program (RTIP) must be Included In !he
CM? Second, !he CMA was given responsibiflly for adopting county pOoriIies for
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i'1dusion n Itle RTlP rIO prior ye8f$the County was responsible lor adopting priorities).
The ClP must confoml to !he RT1P format and contain mprovements !hat:
1.
2.
Mai11Iain or inpfove traffic leveI-of-service or trans~ standards;
Mitigate transportation rnpacts of Jand.us<I decisions; and
3. Support air quanty mitigation measures adopted by 8MQMD.
The CIP Wll W1dude translt and roadwa~ projec::s. It WIll ind<Jde State highway and
freelYll"i projects, and may nclucfe !ocaI ana counly projeClS as wen. The CMA wi!!, in the
M-..-e, i"1corpora!e proposed projact mitigation measures and Deficiency Plan actions
funded by o!hefs on the CMP System in the CIP.
The CMA will prioritize and format the CO<JnIy CIF lor submittal to the MTC for
inclusion in the RTlP every two years, updating the seven-year program each ijme. The
elM will ulmze the CO\.,,"Ity Transportation Plan (T-2010J as a basis for projeC!S and wlli
develop criteria lor evaluation arY.I prioritizing 0{ projeClS.
The Base Year CJP Is being developed b)I the Co<.-nty Transportation Agenc)' and
Commission for i\PPI"ovaI by the Board 0{ Supervisors. Many of the high priority projeClS
are ieft over from prior unfunded CIPs. Hence, the CMA will be called upon to review and
endorse the sutmittai, but not to WJale a eiP. n future years the CMA's role n the ClP
process will be expanded to be!'.et relate 10 the CMP elements, especially the Land-Use
Analysis Program Eiement.
Preparing a complete CIP, one which can be shovm to dearly affect the CMP b~
redocing conge~ and improving air quanty. will be extremely rnportant lor attr8e'Jng
olSCfationary state transportation funding. The elP its9" Is a requirement for slate and
federal funding 0{ all typeS. F.nalIy, the CIP provideS an opportunity for examining long
term financial requirements which will allow an assessment of the need for aOcfrtionaJ
pubr.: and private lTansportation funding.
Zl F.b. 20, IG$l1.
The CIP must eIIo r.ctIde, IIOOO!'ding 10 1he CMP Ieg!sIatlon. any project ~
lor ILndIng ~ \he .-', 1r8IIIc ays!IIorTlII rnenegement (TSMJ pi ego am These ndude
proJeds aucI1 as tralrlC sIgnaIlzation whiCIl lin! I\xlcfed en an annual basis. They can be
aponsorecI by dIies, !he COIIlIy, Of c..rrrans.
t shoufd be noted that any CIP projects which are to be funded wfth federal
money must be n c:onformance wfth \he Federal Clean IoJr Ad requirements. The CIP
must also be n con!ocmanc;e wIIh \he adopted Reglonal JJr Quality f'IarI.
This e1emel'1l Is cflT8C!ly ~""ed to \he Land-Usa Analysis Program Element, !he
Database and Modeling Element, \he Def.ciency Plan Element as wen as \he T rans~
Standards Element
Malar Oecjsjons • Tmino
7-1 Prepare Base Vear gP lBase year Task! • The Santa Clara County Transpo<1a!lon
Agency will prepare county prIOOties for the base year CIP. Following approval by
the Transporta!ioI\ Commlssion ancI!he Board of SupeNison>, !he base year CIP
wi] be submitted to the CMA Governing Board as part of the CM?
7·2 Oeyelop Process for Preparjoq Future CIPs IBase Vear Task) • The TAC WIll
develop guidelines lor use by the CIM n prepamg future year ClPs and for
developing project priorities. n.es. guidefines will be presented to !he eMA
Governing Board for approval.
7-3 Prapare CIP CAmusl IjlSk! • In future years, the CMA wflI prepare and appro'le the
Co<ny'l ClP IoI1owIng the guidelines develOped n Task 1·2, The CIP will be
submltt9d to Ihe TAC and \he CMA Governing Board for approval as part of their
IIInl8I CMP approval prooess.
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7-4 EwlU8lt and PdorIiize ClP projects tllmual Task) -The CMA will evaluate
proposed lranspO<la!jOn Improvement proj9cts submitted Oy the cities, coun!y, ar>d
_ using the c:ountywicIe transpcnation model. This evaluation wm be one tool
used 10 develop 8 priorfIized list 01 projects for !he CIP,
8 • MClnltoring and Conformanco fJemenl
All elements of the CMP must be monaored 0<1 an amual basis by the CMA The
purpose of monitoring Is 10 determine local conformance with the CMP and 10 provide
date 10 update the countywide transpo<ta!ion model.
One of the most critical duties 01 the CMA in Mure years will be determining
.. nether or not local governments are in conformance with the CMP. Local agencies
which are found not 10 be in conformance with the CMP are at risk 01 losing ~w gas tax
subventions.
The CMA will provide guider"",s ar>d formats lor data oo1Iection in the CMP. Cities,
!he county, ar>d the 6Ia\e will provide the monaoring data to the CMA The effectiveness
ar>d accuracy of the annual monftoring process wil rery upon the use of oonsisterl!
star>dards and methods lor reporting da'.a ar>d for ewluating performar",e. The TAC
proposes 1hat eight categories 01 data be oo1Iected for the annual review. Thes.
categories are:
1. Traffic Data -This includes traffic counts ar>d level-<>f·service information; ft
wm be used to monitor roadway lOS conformance and to update the
COUnlyw'.de transportation model ar>d the CIP.
2. Transportation System pata -This includes improvements to the regional
transportation system (plamed,lundEd, a'ld built); t w11i be used 10 update
the countywide transpo<ta!ion model ar>d the CIP.
3. land-Use Oata -This date would summarize approved development
projects and General Pian amendments in terms of size (e.g. the number
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,,~ '--.
~ dwelling unIIa. 0< square feet ~ apace) by Iocstion; • will be used ~ lI1e
Ianc!-use analySis p<ogram and to updato !he ~ transportaiion
mocIei.
TOM P!!!a • This will Include existence ~ a TOM ordinance and Its
~; l will be used to certIIy c:onformanoe M!h !he CMP and to
evaluate TOM 8IIedlveness for IIlr quarrty pczposes.
5. Transit Sys!em Data • lh.'s willlndude data pertaining to conformance M!h
transit standards Included In the eMP.
8. De!jcjencv Plan Qata • This h:Iudes • dascription 01' the status ~ any
Deficiency Plans; l will be used to manlier progress and effocliveness 01
Oeiitiency P'.ans.
7. CMP Land-Use Marys;s Program Results • This data "'ill consiS! ~
transportation impact anaJyses of IocaIIancHJse decisions and the costs 01
mitigating !hose impacts.
8. Other Dala Relevant to the eMF' • These could include special studies on
employment data. trip generatlon, h1pacI of TOM ordinance effectiveness.
capiIaI impfovements cost-benefit studies. as wen as ma.'1Y 0!h911>. They will
be used to help revise !he CMP to better achieve lis goal of reducing
congestion.
The specific data, format. and level of detaJl will deperld upon decisions made for
other elements. As these decisions are mad ... !he TAC will develop data conection
guiderl!1eS for an eight categories 01 data described above.
The eMP legislation specifies !ha:! an elements ~ the CMP must be monitored on
an aMUaI basis. Therefore the Monitoring and Compliance Element is directly Dnked to
all other elements ~ the eM;>.
Major Decisions' Imino
.1 Qe\emline MooitoOOg Data !Base Year Task) • The TAC. through its subcommi!·
_. is identifying the specific data. required for rnonitomg (and developing)
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be osportIIIioo oondltions on the overall eMP system to oomper.sate for speci1ic Ioca!ions
whictl do not meet 1evek>!-1IlitVic:e standards
0e1ic:ie:lcy P'.ar.s must also cause 8 significant improvement i1 air quarrty_
Ther8foI'e, Del!c:iency Plans wiiI likely I'ldude implementation of Iransportation control
measans (TCMs) developed by tr.e Bay Area Air Ouafrty Management Oistict (SAAQMO).
The CMP legislation spocllies 1hat air cflStricls shalT estabrlSh and perjo(flCally revise fists
of ewroved improvements, programs, and actions to be considered in Deficiency Plans.
(The SAAQMD does not expect to complete their ~st untJl January 1992.)
Oeflciency Plan measures would include coordir.a\ed, Iong-t9rm mitigation
measures 1hat will benefit the overall system and c:ouId. for example. include actions
whicI1 improve TOM effectiveness, as weD as capita! improvsments. AccorcfFTlg to the
eM? legislation, Oe!iciency Plans must F1clude an action plan to address lhe $pecffic
. deIidency and a schedule Ie< implementation.
L.oc:aJ govel'l'l/'l'M!n!S must prepare and approve Deficiency Plans. The eM!"
legislation provides specffic publ'1C notice guideriTles lor Deficiency Plan preparation.
Fo«owing local approval. the eM.'. appro.es Of <!isappro •• s Deficiency Plans by a sim,ar
process.
The countywide lransporlation ~I will be of crucial importance i1 determining
whether the Deficiency Pian improves overall system operations as wen as regional air
quafrty and is. therefore. acceptable or not.
The CMA could estabrlSh guider\fleS 10 assist local goverrments in preparing
Deficiency Plans. These guideliMs would indicate when Deficiency Plans need to be
prepared and what kind of improvements (for example. TCMsJ can be part of the
Deficiency Plans.
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nis ~ Is cfiredly Inked to 1he LOS Stand8/'dS Element, 1he roM Element,
Momoring IItId Confomlance Element, as weD as the Transtt Standards Element.
Major !lecislons • lming
OevJ!oo pe!iciencv Plan Guidennes !Base Year Taskl • The TAC will develo;:>
preliminary gUde6nes lor Oefic::iency Plans and fer CMA approval d Oe1iciency
Ptans. These guidef~ may be included as part 01 the base year CM? it"
approved by the TAC and the CMA. These gukJ<>rlOl!S wf1I be developed n more
detai1 h future CM?s.
9-2 Identify Fyt_". Deficleooes !Amual Task) • The CMA will Identify faCilities which
may require a Deliciency Plan In !he MIx.. This identi1ica!iot1 will be determined
uslng the arnua1 n..n 0I1he countywide transportation modal. I could be used to
alert local governments that adcf~ionai capi!a1 improvements, Increased transij
sarviCIe, a more effective roM program, and/or land-use changes should be
c:onsidared to reduce transportation impacts on the CMP system.
9-3 Review a'1d Approve Lpcal Deficiency Plans (Annual Task) -The CMA is
responsible for a;>provirog Deficiency Plans prepared by local govemments.
Approval w;U be based on sta.'1dards set by ths CMA based on the eM?
Legislation.
proposed eMP Document QUIlln.
An 0UIf1ll8 01 Santa Clara County's proposed Congestion Management Program
is prcMded on the IoIIowing page.
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I. ~ S\iMIoIARY
A. 8acicgoot.ncI lor PIwl ~
B. CMPPurpcoe
C. CMP Sl.IIm'I8/)'
2. CMP SYSTEM DEFlNITlON ELnIENT
A. CMPSyslam ~ ~
II. CMP SyaC8m ~
3. TlW'F1C LEVEl.«.seRVICI; El.EMENT
A. l8veklI.servtce EvaluaIlcn Toc:hnique &. Gu_
B.~_
~ TRANSIT SERVlCE STANDARDS El.EMENT
A. Transil System DeIt1IIIon ,
B. _ Frequency and AOIJIing
C. Cootdination Among Mu!Iiple Operator>
O. Conidofs lor Trans!! Oovelopmoft
5. TRIP AEOUC'T1ON AND 7RA1IEL DEMAND MANA(lEMEtrr ELEMENT
A. Oescrlption d Trip Reduction and Tnrve! Demand Programs
B, Iilkage __ Trip Redudioo EIemert &. 1Ur QuaJl!y Flequiremen!S
6. CMP OATABASE AN!) COUNl'YWIOE TRANSPOl'ITATlON MODEL ELEMErv,
A. Database 0eIIeI0pmenI
s. Mode( O~'(t'apmenl
C. Loca/ MOdel CoIISistei "'Y OetarminatJon Process
7, !AND VSE IMPACT ANALYSlS PROGRAM ELEMEtrr
A. 1nIIfaJ V.., Land Use AnaIy>is Program
S. PDlonIlaI Future Land-1Jse AAaIysis Toc:hniq_
a CAPITAlIldPACVEMENT PROGFIAAI El.EMENT
A. CapiIaIlmproyemenl project Evaluation Methodology
S. 19Q2 County ST1F Priority Rsconmenda!ions
g. CMP ANNUAl MONITORING AND CONFOIWANCE El.EMEtrr
A. Monitoring and CorIormance Strategy
S. Tra1fic Lsvek:t-5ervi<:a Conformance
C. Trans/! _ Confotmance
D. Trip Reduction and Tnrve! Demand Confoonance
E. Land-U .. impacI AnaIy>is Confonnanr.e
F. Capfta1 ~ Program Conformance
10. DEFIC1ENCY P\.AN EI.EMENT A. Deficioncy Plan Gui<: __ Approval Process
11, CMP ENVIRONMENTAl. REVIEW (10 be doIennined)
12. TECHNiCAl APPENDICES
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SKP SEl~TIOHSHIP TO PTHtB PLANNING pRQCEssgs
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»> Flow of influence, eommunication, and information.
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DRAFT
1991
Congestion Management
Program
for Santa Clara County
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Santa Clara County
Congestion Management Agency
Dianne McKenna. Chairperson
Shirley lewis, "ke Chairperson
Governing Board Members
San Jose Susa."1 Hammer, Mayor
James T. Beall, Councilmernber
Kaney blUli, CouC'lcilmember
Shirley Lewis, Couoolmember
David Pandori. Co!1ncilmember
Los Ahos Sue ~sher. Counci:l~em bet-
1.00 AI"", RWs City of Santa Oara
Mountain: \"Je1iv Rich Napier, Mayor SanlaCian City of Sunnyvale Sunnyvale
PaIoAho An Takahara, Mayor
City of t"loun~in V~
Alternate::
Jean McCovm, Councilmember
City of Palo Alto
Campbcl1 John Ashworth, Counciimember
Cupcttlno Ciry of Campbetl
1.05 Gatos AItemate: Monte Sereno
Saratop Joanne Benjamin, Councilmcmber
Tov.'O of Los Gatos
GUroy Faul KJoeckcr, Mayor Pro Tempore MUpl,,,,, Cirl of Gitro)'
Morgan Hill AItemate:
Jlffi Lawson, CouncLlmember
City of Milpiu..<;;
Santa Clara County Dianne McKenna, Olairpcrson
Be.rd of Supervisors
TI'af1O[t District Rod Diridon, Olairperson
Saata Clara Counry Trdnsit DL5trlct Board of Super.risors
Congestion Managemenl Michael P. Evanhoe Agency Executive Director
'01 Metro Drive, SI)ire 248
San Jose, Califexnia 95110
(4081 453-4030
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CONTENTS
Ack40wledtlements
Executive Swnmary
1. CMP Boadway Sy$te& PdlnItion Element
2. Trame LeTe\-of·Service Element
I " Transit Standards Element
! ". Transportation Dc<nand MaD2gement Element
I S. Database ."d Transportation Model Element
6. Land Ute Impacts Analysis }1emen t
? capltallmpronmeftt J'roIIram Element
8-CMP AnAuaI MCI>1toris>g and Conformance Element
9. Ddiclency Plan Element
10. EDUblls
11. Glossary
12. Technical Appendlcn
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ACKNOWLEDGMENTS
The Congestion Marugement Agency sWf would like ID acknowledge the efforts
of all thOSf who panldpated in producing this firS! Draft CMP for Sana Clara
County.
We ""QuId like to thank the CMA Technical Advisory Committee and
Subcommittee members.
We would especially Uke to tha.'lIc the foUowiJlg slaf[ from Member Ageodes who
gave so £reel)' 0( their time and expertise,
DaVid Bishchoff Community Development Director
City 0( Morgan Hill
Kem Edens Deputy Director 0( Planning
City 0( San jose
Jim Lightbody Maruger, Advance Planning
Sanu Clara County Transponation Agency
Frank Loclcfeld Director, Center for Urban Analysis
Santa Clara County
johnette Pagan Director
Commuter Net'vlrork
Steve Piasecki Planning Director
City 0( Campbell
Gail Price Tnrsponation Planner
City 0( Sunnyvale
Ken Schreiber Director 0( Planning and Community
Environment
City 0( P;uo Alto
Bert VukoVich Directoc of Public Works
City 0( Cupertino
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Special thanks go to our Technical Consulting surf, Andy Nash of Wilbur Smith
Associates and Jerry Goldberg of Jerry Goldberg Associates.
Finally. we wish to acknowledge the efforts of OW' eM. ... Govemiflg Board. We
hope that this draft CMP. and certainly the fuuI document dut in OcIobet. will be
an adequo.te reflection of the time and thooghtful effott expended by those who
will ultim2tely =ge the process we have begu n '0 outline here.
J would like to express persot!aI thanks to CMA staff =mbers Lori Walker.
Marketing Coordinator. ""ho assisted "'ith print production; Melinda Snider,
Marketing Assisunt, "'booe devotion '0 editing and fonnot production produced
an easily readable "ocumen~ .nd finolly. Lucy WUltZ. Director of Policy and
Administntion, who served as Editor-In.(:hief lll'\d without whose effons there
would be no lUst (><aft CMf, TlurJcs Lucy,
Mi~el P fVanhoe
c.\!A Executive Director
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EXECUTIVE SUMMARY
, BACKGROUND
By 19t19, the California State Legislature realized that the state's transpottation
systCIT; once a mooel to the world, was on the verge 0( breaking down. Afu!r
years 0( neglect, CaIif"",",'s freev.'aYS and tra!lsit facilities were no longer adequate
either to servke exiSting demand or provide for antidpated future growth. In
addition, these t"lnspo!Utio. ... problems caused • whole series 0( pressing
economic and envirorunental problems. Throughout the sute, policymakers and
the public agreed that the state's transpo!Ution problems had to be solved i.,
order to maintain CaIif"",",'s economy and quality 0( life.
At the same time, it became apparent that the easy (and time-honored) solution
10 solving transportation problems-building n"'" freeways and roads-could no
longer always be the panacea. Building new roads is an extremely difficult
proposition: roads are prohibitively expensive, they have significa.nt
environmental Impacts, they take a long time to build, and they frequently
beoome congested as soon as they are completed
Thus a new, multl-<lisdplinary, multi-modal approach was needed in order to
solve the transportation problems facing California. 1ltis integrated approach
would 1nclude: providing new tnnsit fadlities, providing increased and more
effident transit services, improving the land use decision-making process, and
reducing demand on the current system, as weD as building additional roads.
1ltis new approach, ",'web brought tile most significant change to the sute's
transportation planning process in 13 years, was embodied in AB .71 and AB
1791 (Katz), and sa 300 (Kopp), and put on the ba.llot as Proposition 111.
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CONGESTION MANAGEMENT PROGRAMS
In June of 1990, vote" approved Propositions III and 108 that together increa>Cd
funditlg for California's transponation system by SJB.S !:lillion over the next \en
yea.rs..1 Wi.th this new funding came the requirement that urbanized counties
prepare an ilnnU41 congestion m.anagement program (CMP) CIties' atld counties'
eligibility for new gas tax subventions is contingent upon their partidpation in the
congestion management program.
Although the primary focus of the consestion =sement program is to reduce
congestion a.nd thus improve mobility, the requirements of the congestion
management program recognize the inextricable links among <ransportation, !and
use, and zit quality. Moreover, the legislation .ekno •• ledges that these policy issues
are not only functionally interrelated, but iurisdlctionally interrelated .. well.
Accordingly, the legislation requires cities and counties to .... ork together to flOO
cCKlperative solutions to these multHuri5diclional problems.
There is a certain amoun: of t."Oefdon in the legislation [c encourage jurisdictions
to partiopate in the congesr.ron Il'WU.gemenr program and process: jUrisdictions
that do no! comply with the congestion management program could be found to
be in non-conformance 2.....'1d have their new gas tax subventions withheld.
However. the receipt of gas tax revenues should not be vjewed as the only
"curet" '" partidpate in the con8estion management proce .. , juS! .. forfeiture of
these revenues should not be VieWed .. the only "stick." There are luger iSsues at
SUlk.. The congestion tlWIagemenl progrun offers jurisdictions the opportUnity
to C<JIIaborate L'l finding local, feasible soIutioos that will enhance and preserve the
communities in which we live.
In light of current regional initiatives, mere is an addWocul incentive to O'~te an
effective congestion management program. The tr~nspon.1tion-rel.a.!ed
requirements of the Califorrtia Clean Air Act (AB 2595, Sher) will require that dties
and """"ties implement tnnsportation control me1S\Ires (TCMs) to attain and
malnWn the sta~·. air quality standard Whether :he final measures in the Clean
Ail Plan will rellect Southern Califorrtia's centralized, dtacortian approach or
reflect local Initiative is largely dependent on dlies' and counties' coordinated
response to the draft Clean Air Plan. Coordinating this response through
congestion management aseocies wherever feasible .... ill allow ju risdictions to
tailor TCMs '" the speCf1c needs of the area rather than complying 'l\ith multiple
(and potentialiy cooJliC1Jng) requirements from different levels of government.
J II s.s bUlico orouId be rWcd through • 9< ill<:Jea>c in J>< .~'. PI ... · The =inin& U
blJlioo would be nited 1hrouah bonds. Proposition 108, Ihe rU"St o.r tbesoe 0000: mea.su~,
ra.iJed $1 bnLion AcSdiI.i~..a1 $1 billion bond d'lCUIJres are Kh.e4uleQ u baDot irutiauves in
'992 and 199{
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]unc 1991 CMP beoJtive ~ mmary
In addition. the release of Bay VJSio~ 2020 has precipi12ted new discussions about
the merits o[ regionalism, and sparked the authorship of several bills relating to
regional planning in the S~te Legislature. As pressure to'9lards regional
government increases, eM .... wm be scrutinized as to whether they can provide
iin effecti\'oC' forum (Of subregional policymaking. 1£ conge,;tion management
agendes fail to achieve their purpose of reducing congestion, more stri.ngen{
requirements will probably be imposed by !he SUte. An imporunt opportunity
exists 000.' for !he cities and Courtty 0( Santa Clara to delnons'.ra" that toey are
,,·Wing to work cooperatively to find solutions to the interrelated problems 0(
transportation. land use, and air qu.lHy.
SANTA CLARA COUNlY'S CONGESTION MANAGEMENT AGENCY
This spirit 0( voluntary cooperation betw ... J\ !he cities and the Coo nty 0( Sant>
Clara was set early in the process. Santa Clara County " ... s the fitst county in the
state to form a congestion management ;gency, ~ the onJy CO'.mty in the state to
foan a congestion management agency prior to !he passage 0( Proposition 111.
Thi, accomplishment was made po5Slble only Uter months of collal:>orative effoo
by a joint committee of elected offiCIals who were me1!'.bers of the Counry
Transportation CommIssioo 2nd the Golden Triangle Task Force.
The conuninee met weekly from December 1989 until M2yl990 to develop •
COI'.sens\lS on the purpose, structure, o.nd goals 0( the new '.geney. Their vision fo<
the Congestion Management Agency (CMA) was contained in the document, • A
United PropooaI to< a Congestion Man2gemen! Agency [or Santa CI... County'
which was submined to all til)' councils and the Board of S'Jpervisors for
ntification. By M2y 1990, the proposal had been ratlP.ed by • =jo<ity of cities
with the majoriry 0( !he population and the County, and the congestion
nunagement ageney was formed
The first meeting of the CMA Board took place 00 August 1, 1990-the doy the
new Ps In took effect. Sin« then, the Board has met on a month.1y tnsis to
consider !he policy and administrative decisions necessary tOf the eSl2blishment
of a congestion management agency and program. Upon advice from county
counsel, !he CMA Board drahed .nd adopted a joint powers agreement, which
...... ratified by the =jority of tities with the rn2jority 0( pD9ulation o.nd the Board
of Supervisors in April 1991. The Congestioo Man2gemeru Agency of Santa C!",.
County is now an independent, join! powers agency.
The c."IA Governing Board consists 0( twelve meml:>ers. Ten members are local
officials who represent the fifteen cities. The other two or. county supervisors,
one representing Santa Clara County, and ooe representing the Transit District
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The CMA Board has a technical advisory committee (TAC) composed of :he
pJarutin.g or public works d.iredOfS from each dey. the director of strategic
plan.'1ing for Sanu cw-a County. the assistant director of the Transporu.tion
Agency, and the executive director of the Tl'2ffic Authority. Th~ TAC, in rum, has
seven subcorruni~tee.s: one for-each of the major policy and admif"Jstrative
elements of the congestion ma"agem= prognm
CONGESTION MANAGEMENT PROGRAM REQlJllfMENTS
The CMP legislatiOn requires that all urbanized counties in California prep"" a
CongestiOn Managemeru Program (CM~) in order to necriv. their share of the
increased gu tax revenues. The Jeg:sIation speCifies that CMPs contain five
mandatory elements, A system defmibon and trllffic LOS sundard element, a
transit service and sundards element, a tnnspo<Ution demand management :rno
trip reduCtion elemenr,. J. land use impact anaJys!.S element, and a capiul
improvement elemenL In addition to these five ~lerneI1ts .. other actions are
~saIy to meel the !CQtli!"ements cl the !egislation.
In certain areas, the .crual CMP legislatiOn is imprecise and leaves a signif'!<,ant
amount cl latirude to local jurisdictions in prepar:>tion of the programs. While the
legislation is sometimes vague, its inlent is cIeilf, to reduce congestion through •
combination of transportation improvements, land-use planning decisions, trip
reduction and transportatiOn demand management programs and transit service
improvements. In developing the draft CMP, the Sant1 0= County CMA has
chosen 10 follow th" intcru and opc';t of the CMP Jesislation-th.ar is, :0 develop a
comprehensive program that will reduce tDffic congestion and improve land-use
decision making and oir quality-"ther than follow. strict constructionaUst
approach to the sometimes quirky \<gislatioo.
Santa Clan CountYs Congestion Y.anagemenl Agency has chosen to define its
CMP in terms of nine elements to strucrure the progr>.m in the most logical
framework Each element corresponds to a chapter of the CMP. These nine
elements are briefiy outlined I>elowo
(I) System Deflnltlon EJem"", -System definition consists of
specifying which roadways will be part of the designated
eMP Roadway System. (The CMP legislation does no< require
that a "transit system" be defined as part cl the CM!' System;
however, because cl the importance of transit in solving
transportation problems in Santa Qua County, a CMP Transit
System is clelined in Iile Tr<ansil Standards Element).
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(2) Traffic Level-of·SUV'.a: Standard Element -The tnffic
level-of-service standud describes the method fo< evo.h.uting
Ievcl-of·service (LOS) and describes the required LOS fOf the
CMP Roadway System.
G) Transit Standards .Element -The Transit Standards
Element describes the CMP Transit System as ""elI JS transit
ser.iCC'S, standards, .nd r..cilities for the counIy.
(4) Transportation Dem.nd Manll!ement and Trip
Reduction El=nt -This element describes the str2tegies
designed to improve the ""eraJj leveJ-of-service on the CMP
SySlern by rechJdng vehicle trips through the elirnln>.tion of
trips, shifting of modes, or grooping of trips.
(5) County-wide Transponatlon Model and Databa.e
Element This element contains a description of the CMP
required county-wide tnnsporution model. The model and
its database ""il! be "sed to eval".te the transportation
impacts of development projects.
(6) Land·uIC Impact Analysl. Provam Element -This
eiement describes the procedYre; !lut will be \Jsed to .".Iyze
tn!1Sportation impacts of land-"sc ded,ion.. In the ~
Year, a relatively simple progrun will be Ysed. In future yean,
• more comprehensive program could be developed
(1) CapItal Improvement Prognm Element • The Capital
Improvement Program consists of I prioritized list or
transportation r..dlity improvements !lut is ",bmitted to the
MTC tor inclusjon in the Regional Tr.ansporu.tion
Improvemeru PfOI!tam (RTIP) and the State Transportation
L'1ljlrovement Pw, (STIP).
(8) Annual Monltorlna and Conformance Element -The
legislatioo requires the CMA to monitor local jurisdictiO<1S for
oonformance with all aspects of the CMP on an annual bJSis.
The Annual Monitoring and Conformance Element describes
the moni:oring process !lut will be used in Santa Clara
County.
(9) Defldency Plan E\c:ment -Dcfidency Plans are required
foe all CMP S~ .. tem fadlities !lut do not operate within the
CMP LOS standards. The Defidency P12n Element describes
the process (or preparation and approv.aJ of DeficienC)·
Plans.
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In addition to meeting the tequu-ements of the legislation, Sanu Ct.ra Couruy's
CMP was developed to conform to the the goals of the Regioru.l Transportation
Pll.!'. and the trmSpo<Ution-telat<d provision5 of the federal and california Clean
Air Acts.2 However, the CMF may require modification in rurure years to further
assist in the im;>lementatioo of the tegioru.l Clean Air Platt
THE DEVELOPMENT PROCESS fOR THE DRAfT CONGESTION
MANAGfMENTPROGR4M
This draft CMP has been developed over the p.st rJne months through a
collaborative elf"" :unoog ~12 Clara County and its cities, with occasioruJ
guidance from state and regio:'lal J.g~ndes. The policies contained in this
document were initially developed through the technical and policy
subcommrnf:es of the TAC. These subcorrun.i:nees prov:':ded recommendations to
the full TAC, which reviewed the recomrnend;itions, and then adopted lhem and
fo:warded them to the CMA Governing Board.
The CMA Governing Beard is tespotlSlble for making policy decisIons and fot
approving the draft and futa! CMl's. To facilil2te the CMF process, some policy
po5itions have weady been adopted for preliminary apprOV>J by the c.\olA Boa.rd,
with the underst;.nding that these po5itioos would no< beco.-ne final until the GMt'
is adopted in its entirety.' Where the CMA Board has caken preliminary action, it
will be noted in the teXt
Santa Clara County'. CMP is based on an inaemental strategy thaI gives Member
Agencies the chance to 8et 5Iatted on • relatively .lInple program and then bulld
upon it in future years. Since the leglsla1ion requires CMPs to be ypdated annually,
additioru.l prognm ~ can easily be added O<l a yearly basis.
The CMA intends to maintain the TAC and S\Jbcommiuee structure in future
years. Having technical staff from Member Agencies provide guidance l" the
actual preparation of the CMP ""U inval .... ble and contributed to the program',
comprehensive outlook, Moreover, since most elements of the CMI' are designed
to be implemented locally by Member Agendes, local inPyt lhroughOllt the
policy development process is crucial to the success of me Congestion
Management Program.
2 lief ... 10 <he May )991 i>NeI pape ""'potOd by CM' swr WJ .. :t ]be IWaJ10rubrp ~
<be C#lif"""" ,4J, QwzJiIy Aa of 1988 4'14 ~_ M.~ P>ognl'" ~.
} It should be noIed <hat II>< CMP ~ "' this do<ument is nO( final. FitIaJ deci<iono w\ll
be made: after I compete analysis of me pot.entW environmental .impacts of the eMf
decisions. "Ih: environ.n-.:.ntal analysis will be completed bdotC f\Nl IpptOnl 0( \he. CMP
"mzuI=I (O<:tobe< }I, 1991).
6 Sant. Chta Cow,,)' DRAFr CMP
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It should be nOled that in contrast to ~ other .elements of the Congestion
Management Program, fa< ,,;hich considenbl~ policy development h1S ""--urTed,
the Transit SUU1<i2rds and CapiuJ Improyement Program £l.ements were wrInen
bosed on existing County poticy and processes. C/V'.A staff recommends that in
""e Base Year, the relevant poUees ""d processes be adopted in their entirety for
these elements of the eMF. In fJture yea", the CMA. the Board of Supervisors,
and the CounC)~ Tt2nspoiLation Comission wili determine J process for
developing the Transit Standards and capital Improvement Program Elements
that fulfills the requirements of the CMP legislation and provides for the most
effident use of governmenl resources,
DOCUMENT STRUCTURE & ORGANIZATION
This draft Congestion Management Program was designed for poLcymakers and
the public. A5 such, it is intended to be as readable and non-technic:a1 as possible.
The purpose of the documem: is to giye the reader a comprehenswe knov.,rjedge
of the e~ment5 and goals of the Congestion Management Progra.,nt. :is well as to
provide a framework for understanding where we stand in the congestion
management process: that is, to highlight which policy decisions have already
been made, and ,,-hich remain to be made before the final CMP is adopted in
October.
The term "'Base Year"' is used throughout the document to indicate that the
program's policy development and guickUnes are still in the formative stages. The
Base Year, which began upon creation of the CMA, will end in October, when the
first Congestioo Mmagement Program is adopted. In future yean;, CMP. will fOC\ls
on implementation, monitC<ing, and program refinement.
In order to provide as detailed and comprehensive a descriptioo of the program
elements as po5S1Ne, in some ~eas~ staff have written policy or implemenution
measures that h"'e not been adopted b)' either the TAC Q( the CMA Board. Italics
have been used in the teXt to indicate these areas. These italics will be superseded
by regular teXt in future iterations as these areas are developed and adopted.
The dr2ft CMP is organized intO nine chapters. Each chapter descnbes one
element of the CM? A glossary and exlubilS ore included at the back of this
document.
In addition, the CMA hao developed a significant number of technic:a1 appendices
in preparing the draft CMP. A hstlng of the CMA's technic:a1 documentation is
included with the Table of Contents. A copy of these technic:a1 .ppendices will be
provided 10 each Board Member and Member Agency. Addiuon2l copies .re
aniJ.able upon request from the Congestion Management Agency.
Santa Clana County O.R.AFT CMP 7
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1. CMP ROADWAY SYSTEM DEFINITION
This chapter describes the proposed designated eMP Roadway System. It
includes ""'0 sections in addition to this introduction: • description of the eMP
Roadway System Definition Guidelines, and J description of the actual eMP
Roadway System.
The CMP legisIatiOl' requires the CMA to designa~ • system of roadways as the
CMP Roam.."y System. The CMP Roam.'ay System .. ·ilI be L-nporu.ru for three
main reasons:
I. It will be monitored annually to determine conformance "";m
the CMP traffic level-of-service standards;
2. It will be used to identify the .-oadways and intersections that
must be evaru21ed in th~ land-use impacts .,-,aJysis, .od
3. It will be used to help identify potential candidates for the
capital improvement program J
The CMP legislation also discusses =;t as an important part of the overall
ttansporution system.. However, there is no explicit directive in the legislation to
desjgnate a -u-atlsil system-whlle there is an explicit direrove [0 establish a
roadway system. Beause of the Import>.oce of transit in serving the county's
transpolUtiOCl needs, the CMP Transit Staodards Element will cooWn a definition
of Santa Clara Countj's Transit System. In addition, both ro.m.'2ys and tI'lInSit will
be included in tl,e network that :he county-,vide transportation model will
evaluate in the land-use anaIy>is program.
1 Under the CMP le.gislatiOl'l a.D improverner.[! include<! in the Coun[}l".s Capital lmpruvetTU!ru
Prog.ra.m (OP) .must be on the CMP System or &igni/icantly imprO\le pet(OrtIll.m::e of the
CMP Sys~m.
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eMf ROADWAY SYSTEM DEFINITION GUIDELINES
The CMf legislation is relatively specific with respect to which roads must be
included in !he CMP SYSlem. It '''Ies th>t all S"le hig!lW'YS and prindpil uteri21s
m~st be part of the eM? System. The defmition of princip:J 1C1.eri:Js is left to
indIviduoJ CMAs. The legislation ..rso specifies that ro.dw>ys can be added 10 the
CMP System in the future. However, once a roadway has been made part of the
system it may nO! be removed.
The CMA', Te&.nicaJ Advisory Committee (T AC) developed the proposed CM?
System for Sonl2 cw.. Cou'lr/. The proposed system includes all St2te hig!,ways,
county expressways, and principal merials. The TAC ..rso developed the fo1lowlr:g
definition foc principal arterials [0 be us..-d fer P'JCJXl6"s of the CMP,
Prindpal arterials are defllled as roac!v.·ays that connect with the freeway and
county expressway system and meel one of the fonewing criteri;l,
• St2te Highway;
• Six-lane bcility; oc
• Non-residential arterial with Ivenge <Wly traffic (ADD of
30,000 vehicles per day.
(The CMA gave preliminary approval of the prL~clp.1 arterial
definition on December 19, 1990,)
lbe T_ ... C anticipates that when the traffic volume definition and other threshold
criteria are met on .clditionaJ roadways, these roadw>ys will be added to the
CI>!P System.
Iruersectlons are the most criticaJ part of 'he tOQdway system, and therefore level
of .. service a[ intersections provides the most accunte representation of
transportation cond;tions on the system. Therefore, Ievel-of-setvice at major
intersections on eMf System arterials wiD be used 10 eval>Jale CMf traffic Ievel-of
service on most CMP System arterials. Major intersections consist of those
intersections where one CMf System roadway intersects .... ith another as wdl as
iruersectioru where the CMP System roadway intersects with another major
roadway which is not part of the eMf System. l~ should be emph .. jzed that nO!
all intersections wit." CMP System roadways ue eval>Jate<l in the CMP.
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CMP ROADWAY SYSTEM DESIGNATION
Figure 1-1 ilIustrales the CMP Roodw.y System A large portion of the desigrured
system consists of State hig..h~'2YS and county expressways. The system shoVlrn in
Figure ]-] w.as re-o.-iev.-ed br locaJ jurisdictions ~d the CMA Governing Board_
The CMA g.ave prelimlnary approval of the designated CM? System .. t its
December 19, 1990 meeting
The Metropolitan Transportation Commission (MTe) requires that the CMP
Roadway System be consistent wi1h the PwITC's regional roodv..-.ay system. A m:a}or
emphasis will be placed on avoiding discontim.:ities in. the system from one
county to another (ensuring compatibility between couney net"Norks in the
Capita1 Improvement Programs). Santa Clan County's eMP System is COn5£Stenr
with the Metropolitan Tr>nsportation System (MTS), which has been developed
by MTC os a part of the Regional Transportation Plan.
CMP SYSTEM MITIGATION AND MONITORING RESPONSIBiliTY
c.~ Member Agendes 1Nili have several responsibilities with regard to the CMP
System. Ead!; Member Agency is responslble for segments and intersections of
the CM? System that are within its boundaries. Specifically, each Member Agency
must:
I. Monitor CM? System performance (Ievd-<:>f-service) annuaUy,
2_ Ensure tha,[ improvements suffident ~o mitigate the impact
or development projects on eMP System roadways within
the member ~genCY'5 jurisdiction are implemented, or
ensure that deficiency plans are developed to improve the
overall LOS on the C),I? system and L"'Prove air quality,
3. Ensure thaI with proper long-term Ia.,d use strategie., u-.ffic
LOS stand4rds can be maintained on the CMP System
In tenns of monitoring th e CMP System, the CMA ha.s ossigned responsibility ror
data conection and monitoring [0 the jurisdiction thilt operates the uciHry or
intersection traffic signal. Member Agencies will perform traffic counts and
existing Jevel-of-service a.nalyses for pans of the CMP System withln their
jurisdiCtions_ E.xhJ.bit A presents a list of intersections that will be monitored
annually as part of the level-<>f-service Standatd monitoring program. See Chapter
2 foc more Wormation on level-of-scrvlce evaluation Ind Chapter 8 for
information 00 the annual monitoring program.
SanLa Oal'l Counry DRAFt CMP 1-3
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CMP ROADWAY SYSTEM
FREEWAY, EXPRESSWAY
--_.. PRINCIPAL ARTERIAL
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c..Itnns ",ill provide traffic volume ond speed data foe their parts of the system,
specifically. freeway segments. This data will include floating car speed
measurements that can be used to determine leveJ-of-service.2
In terms of. land-use lnalysis program, Member Agencies will be responsible for
certifying tha, de>-elopmen' projects they approve do nO! cause' violation in
CMP traffic LOS standards on the CMP Roo~ ... y S),s,"m. In the long term, the
CMA may decide to require Member Agendes 10 prepale long-range land-use
plans that ensure CMP LOS stan<lards will be maintained.'
2 The • .0 ....... cv 1e<:hnlque" zefets 10 • ~ whe~ • car is dmcn at tho: ~ .peed
~ I:be ~, in ortier 10 ~ _peed. 11 is tefem:d: to as "floatinJ; c:u" bea.uae I:hc c:u
• IIJPPOOOd 10 "IkloI" aIcai will> tntrl<, 110( ,<ling WIu !han tho: ........ 80 .pe<d or ol""", IlwlIhe ._ opeecI.
3 See 0upIct 6 foe • <X>lDpIcoo deoc:rijlUon of !he CMP 4nd u.e tmpoa Analysis &meru.
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2. TRAFFIC LEVEL-Of-SERVICE ELEMENT
This chapter descnbes 5>.nta Clan County's CMP traffic level-of-ser.ice stanc'.ards.
It includes four sections in addition to this introduction, fiC>~ a description of the
techrtiques and g'.Jidelines to be used for ev.Juating Je_el-of-service; second, the
CMP tr.Iffic Jevel-of-service standard; third, • description of baseline (J 991) traffic
conditions on the CMP Roadway System; and finally, OJ'. analysis of guidelines and
methodologies that might be used to ev.Juate LOS in situations excluded from the
CMP under state i2w.
The CMP legislation requires that a 1e-,eI4-service sta.'ldard be established by the
CMA for Lie deslgruted CMP Roadway System Level-<>f-service (lOS) is a measure
of the quality of roadw.ay segment or intcrsea.ion oper.alion. Leve1-of-serYice is
defL'"led in letter form ranging from LOS A (least congested) to LOS F (most
congested).
The CMP Jegisi2tion requires that the leveJ-of-ser.ice standard for 011 segments and
intersections of the CMP Srstem be set at LOS E or bet!er; however, the standard
for facilities operating at LOS F when CMP Srstem LOS standards are set can
remain at LOS F.' Level-of-servK:e is a critical part of the CMP because new gas tax
subventions may be withheld if a dty or the County does not malntain the CMA
adopted LOS standard, or have a CMA-approved Defidency Pi2n
LEVEL-OF-SERVlCE EVAllJATION TECHNIQUES AND GUIDELINES
The CMP Jegisi2tion requires that a uniform me~iod Ioe used to evaluate JeveJ~f
service on the entire CMP Roadway System and that 011 cities and the County use
the CMA-adopted uniform LOS method. The legislation gives CMAs a choice in
the level-of-service method they use for the CMP. The choices are,
• The TranspO!'tation Research Board's Interim Materials on
Highway Capacity CTRB Circui2r 212},
• 'The most recent version of the Transportation Research
Board's Highway Capadty Manu,) (l9B5 HeM); or
• A method conslstenr with the most recent version of the
HCM.
Il would be noced that scgmcna Of intef".teCtioru; deJ.ignzt.ed a.s ~ratir.J al LOS F must
remain at the same level or be Lm~ in the future,
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The C1>'.A's T.chni~al .~dYisory Committee (TAC) re~ined Wilbur Smith
Assoriates (WSA) EO evaJuate Jevel-of-service techniques and to assist in chOO5ing a
method.> On the recorrunendation of the TAC, the CMA dIose to use t':le 1985
High", .. y Gapadly Mutual meUlod to evaluate Jevel-of-ser.ice
Santa Clar. County Level-of-SeNice Methodologies
The following specifk leveJ-of-:>ervice (LOS) methodologies will be used in Santa
0.", County's Congestion Management Program:
1. Por monitoring arterial roadway system CMP traffic LOS
conformance: the 1985 HCM intersection a.."'Ulysis operations
methodology,'
2. For monHOfing freeway segment CMP tIaEDe LOS
conformance, travel-speed data based en fIoarn-.g car studies
provided by Galtrans (us Eng 1985 HCM heeway travel speed
criteria).
3. For evaluating the near-term transportation impacts of I=d
use decisions on the CMP Roadway System (as part of
transporution impact analysis studies), the 1985 HCM
intersection analysis operations methodology (for
intersections) and estimated travel speeds for freeway
segmerus (using the 1985 HCM freeway travel speed criteria},
and
4. For long-term tnnsportation impaa analyses using the CMP's
County-wide Land-use and Transportation Model, the 1985
HCM segment travel speeds methodology (based on model
estimated roa~ay segmeru speeds).
(The CMA Board gave preliminary approval to these methodologies at
their Match 20, 1991 meeting)
2 See til_ foDowin& two tepons, Appendix 1 and Appendix 2. prepa..d by "'<!bur Smith
As.s~tes: btler'UCli(Jf'! I.eveI-o/·Sn'"Jit;l T~c;br.tqw Evdlw~UOfl. Revf.Jtd N~f1;,
De~mbu 20, ]99().. and Uwl-<J/.$erurc., Metbodology. Pbas, 11. RwUe4 R'POn;
Mvdl "Z7, 11>91.
3 The City or San J<»e 1tt'oukl be pen a ont-year implemenution period 10 conYen. from
their e.ristins intetseaion LOS melhodology Eo the 19850 HCM Operations M.ernod
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In addition to spectfying the methodologies to be used in evaluating inte~on
LOS, the CMA chose. common soft"".re program fo< intersection LOS evaluation
or.d developed sundard values fOt' use with the sofr;vare. These .ctions were taken
to ensure that the method used for evaluation of levei-<>f-service throughout the
county would ~ uniform (.5 required by the CMP legislation). Both the
intersection LOS evaluation sofiv.'are program and the standard values are
summarized below.
Software ~ The eMA chose to use the CAPSSI-10 computeT sofrwa:-e ~nd
purchased a license for its use throughout San'" Clara Coo.tn:y. Under the terms of
the Ecense, any Ioca1 jurisdiction "1th!n the coun,y is allowed to use the CAPSSI-IO
program for evaluating intersection LOS and nuy provide the program to
independeru consultants fOt' their use within San", Clara County.
Standard Values· The TAC and its Modeling/LOS subcommittee developed
standard \~ues for use with the intersection lOS software, Table 2-1 summarizes
the standard values Li.at are to be used in evaluating inters'%1.ion LOS with the
CAPSSI-IO software'
Definition of Baseline and future·Year Traffic
Baseline (991) level-oE-service ,,'.s determined using existing plus .pproved
project tr.1.flk. .~pproved project traffic w.s included to e=re that
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2)
The traffic added 10 the System by these approved projects
wouJd be accounted for, and
Projects th.t had received fin.al land-use .pprovals would not
be penalized by the CMP.
App'oved proJect traffic do", was pr",ided by cities. Approved projects were
defined as EoDowso
" Fat more ~w1s OD the .JWldard values chosen see Appendix 2: wilbur Smith Aasocia tes,
Uve/-ol-Smr~ Metbotlolcgy. Pb~ n, /leVI.Ud Report. March 27. 1991. The CMA ~ ve
prc:limina.ry approv.a.l on softwue a~ sunda.rd values at the April 17, 19511 CMA Boud
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RECOMMENDED STANDARD DEFAULT ;/AL.UES
Santa C!.Ira Co1Jrrty C-ongMtlon U.nagemertf Prog(.m
loYokol-S_ loIoIhod E .. I_
Dat> Oofa"" Co",,,,,,,,.
Satur~ion Fw Ri/.e
Through 1,900 Saturation now rates !-or specIfiC inters.ections
Lert·Turnr.i 1,150 COiJk! be I'Tl6aSIJred in ~ field I appropriate
Right.Tums 1,750
$jgnai pt.asiog Exisl"9 Optimized Phasing can be used I impkKnented
in Ihe fiaJd.
Cycie Length n-.ese only apply whan US'lflQ software progr;am
10 optimize timing.
Mlniml.lrTl 60 seconds See: WSA'. lOS MetOO<lolOgy Phase I Report,
MMJrnum 180 seconds
Table ;;'2lo< specific cycle length
requirementS.
LOS!: Time 2 seconds
Progression Adjustment 1.0 A better progression factor could be used ,
F""'", jusIif.od b'f _ C~ baSed on IraI'ic signa!
p«.gresoK>o piar.
Minimum Green Time
Through 20 seconds -
l8!t·Tums 5 secondS -
Peak Hour Factor 1.00 -
Lane Width '2 Feet Use actual t 1J\I'8I"\ablo!.
~odeWian "'sA< Speed • feeV_ Use OC'U8l I 4vailab\9 .
Grade None Use actual r avat1ab(e
HeavyVehic!es 2'1< Use actual r 8V8ilabIe.
Ad"jaCer< PorIdng 2OIHoor Use actual r 0II3iIabIe.
Buses None Use actual , .... ailable,
ConIIictiog Pe<lestrians 5O!Ho,", Use actual I avajla!>le
Pe<lestrianSutJoo 111000 Use actual. available.
Soufca: Wilbur Smi!I1 _ .... , Santa Ciani Courty Congestion Managemoct PrognIm,
1..eveI-of-seMce Me>hodoIogy;?haM I; _ Report; _ 27, 1991;._ $.1.
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Awroyed pepjec, are land-use projects e:xpeaed to generai.e' trips on the
desigruted system. "Approved proiects" rruly indu"e such land-use
approvals as planned de"e!opment zoning', planned development
permits, site and architectural permits, co.">ditionai use petmits, and o,1-.er
a.pprO\'21s that represent. a companble degree of land-use entitlement.
Development projeru in the planning r",-jew process as of April 17, 1991,
bul no< apprO\'ed by July I, 1991 may be included by a local jurisdiction as
approved project traffic fo< purposes of developing "'Ie baseline level-of·
service. The inclusion d such proieCts is conditional upoo. traffic count data
being Sllbmined by October I, 1991 and final project approval being
granted by December 31, 1991.
(The CMA Board gave preliminary approval 10 the definition of approved
projects and dadline ~res for including approved projec.s in d,. baseline
traffic counts at their April 17, 1991 meeting.)
In aD years follOWing the baseline year 0990, ~el-of-service "ill be monitored
for purposes of determining conformance with the CMP using actual t.r2ffic
CO'.lnts. For purposes. of monitoring conformance with the land.-use impact
program. existing plus approved traffic will be used Long-range puullling will
utilize {oreast data from local land-use plans.
LEVEL-OF-SERVICE STANDARD
The leve1-of-service stan~ is one m=ure <h21 the CMA will use [0 determine
Member Agency conformance With the CMP. Each rear, local jurisdictions will be
required to demonstrate that all eMP system facilities within their dties axe
operating al 0< above the WS 5ta~d This requirement wiTl be extremely
lmportan! to local jurisdictions, since ~"ose unable to meet the esubllsbed WS
standa1d risk losing their additional g1S tax revenl>CS
The CMP legislation requires that ~el-<>f-service standards be established nor
lower rh2n LOS E or the curren! ~el, whichever is furthest from LOS A Ddferent
standards rruly be establlibed fex different parts of the system or for different
bc:ilily typeS (e.g. rjgh occupancy vehicle lanes).
Level-of-service standards in Santa Clara CooJ!\ty conslst of the following,
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The basic ~e1-of-service standard is LOS E.
The LOS standard for Ioations with • baseline (991) LOS F
will be set at LOS f.
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A level-of-service goo] for -)'Ie CMP S)'Slem will be set at LOS
D. Member Agencies v-i11 nO( be requlrcd to conftJfIIl with
!he goal.
The Sou th County Atea will be .Uowed to set a higher LOS
sundard and goal if they requ est this higher .. =<lard prior to
adoption of !he final CM? in October 1991.
(The CMA Board gave prelimirwy app'o.".] to the LOS
Standards 1 through 4 at its April 17, 1991 meeting.)
The !evel-of-service standards were developed by the CMA TAC and its
Modeling/LOS subcommittee. The subcOmmittee recommended the LOS E
standard Ie provide fl=bility while the CMP is developed in more detail
Aciop'jon of a LOS goal highef'than the LOS standord w>s done to indic". that the
intent of the CMF is to improve transportation condilions over time through a
combinatiOn of capital imp,ovements, TOM p'og,-..ms, and land-use acti<X\S. The
LOS 0 goal is consistent with existing Member Agency poliCies. It is hoped th4t
the eM? LOS goal would be laken intO account ",hen a J...'ld-use decision ill one
dty impacts LOS in • neighboring dty_
The South County At"" (consisting of the dties of Gilroy and Morgan Hill and the
unincorporated area of the County south of San Jose) would be aU""'ed to
establish a higher LOS standard to reflect existing levels of development and
traffic conditions. The establishment of • higher LOS standard and goal foe the
South County Area would need to come before the CMA Board for approva1. At
that time, the speciflc fildlities that would be impacted by the new goal would
need to be listed
Finally, it.is important to emphasize that local land-use and mitigation dedsrons
can continue to be rn,de ~ on • higher level.of-service stanc!ard if deo;lred b,.
a Member Agency_The intent of the eM? st.ndard is to establish a minimum level
of opetation foe the CMP Roadway System.
Local !and use and roadway imP"""'rnent decisions can be made 10 ,egain .. level
of service higher than the CMP standard. Two or more neighboring jurisdictions
may, by ffiUtu.:U consent, agree to retain a level of service higher than that required
in the CMP. They may, however, only be required to meet the minimum LOS
standard.
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BASELINE l£VEl.Qf·SEItVlCE
Baseline 1eve1-of·service <!au ... os collected and evaluoted by local jurisdictions
during the period 0( April 1991 to June 1991. The decision on who would collect
data and evaluate LOS was hot.sed on who controlled the ope.r:ation of the
intersection', tnffic signal Of had iU!isdiction over the roadway's operation.
In most cases, individual dties were responsible foc intersections with.in their
i'Jrisdlctions {while Ca.ltnnS Openles some tnffic signals on SUte highways, they
did not have the rOSOUfces to collect dau and evaluate LOS at these incersections}
CaJtrans provided existing freeway floating car speed dau for evalu~tion 0(
freeway segments.
CMP nAfFIC l£VEl'()f·SElIVICE CONfORM ... NCE EXCLUSIONS
The CMP legiSlation excludes certain types of traffic a.nd situations from the
analysis of tnffic level-of·service conformance. Excluding tn!lie from le"el.of -
service calculations is not corrunonly perfotme<l in traffic engineering sruales and
there are many possible methods for performing the oper>tiOCL Therefore, in
order to ensure that the level-of-set\;ce methodology used throughout the county
is uniform, this 5e\--.ioD descnbes the exemptions and a proposed methodology
for excluding speciIk ttaffic and situations from CMP conformance. The TAC will
review the exclusion issue during the next three months.
It should be emph2sized that, while technlcal1y the traffic problems caused by
these situatio,", are exempt from the legislation, local jurisdictions should try to
develop solutions for them in order to Improve tnffic conditions on the CMP
System. The CMA will attempt to assist local jurisdictions in this effort.
legisl<ltive Exclusions
This section describes the situations and types of traffIC that are excluded from
the CMP conf= requirements. According to the CMP legislati=',
The agency, ;.fter consultation with the regional agency, the
departmen~ and the local air quality management district 0< air
pollution cQ!'.troI district, shoD exclude f,om the determina tion of
conformance with level 0( service standards, the impaas 0( any of
the following,
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(I)
(2)
(3)
(4)
(5)
Inter-regiooaJ travel.
Construction, rehabilitatior .. ()(" !1'1..aintenance of facilities that
imp2<1 the system.
Fre'e';\'ay r.amp metering,
TrUfic signal coordination by the state or multi-furisdictional
agencies.
Traffic generated by the piovis:ol'l of 10"-and very 1m\.'
income housing
It is useful to tlnnk ollbe legislative exciusiot'.s in terms of
-,.--._----
1. Type. 01 trajfk tbat are excluded Irom the eMP traific lOS
con/orman ce Sia ndards,-and
2. Sliua,'o, .. I" wbicb tbe eMF !raffic lOS Slandord!, do '101 appl),.
:lbe IrajJlc Iype exclUSiOns and exclusion slluations eacb require a dtfferrmt
strategy lor addre;st"8 /be legislative mandate to exclude lhem from tbe level
o/-seroICe calculations. Botb tbe type and sltuDtlonai exclusions are described
/n mo", detail beIou..
Blue 1"1'11:1,. Issues -11 should be nOled tbat since the exclusions apply to
determ,n,ng conlonnanc. WUb tbe LOS standords, tbey wiJJ .. ot be applied
dunng /be /JQse year (991) oj /be CMP. Tbe /JQse year LOS measuremenl5 are
being made to establisb baseI,roe conditWns throughout tbe CMP System. if any
lacUity is loond to be opera ling al LOS F / .. tbe base year, Iben Ibe LOS
Slando crJ lor tballacility will be set aI LOS F.6 :lbe process 01 esllmating LOS
lor determining co'!/omlance wilh tbe C"fP (wbicb allows tbe IegislaJ/r;e
exclusions 10 be take7I Into accou nt) will begin witb tbe finl year 01 tbe CMP
"'or! florfng process. 7
Awaly.U Required -II sboold be emphasized thai wbile ,,, certain sfJuatians,
CMP System loci/files ",., iegislativeiy excluded from meeting CMP traffIC LOS
co-;ifonnance Slandard5~ in all cases :beS2 [actl1lies must be analyzed and
monlJorfng data musl be provided 10 Ibe CMA. It fr crfJical tbat tb .. C'!A b"",
i'!/ormation on all pam 01 tbe CMP Roadway System.
~nta Qua Counry DRAFT CMP 2·'
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Situations Exdudtd from CM!' T,afflc LOS ConfOl'rn:Ina SUIIWth
7lie CMP kg/sJatior. lists siJuaJions in which CMP traffic LOS standards do nol
apply (,oonstnKtfon, freeway ramp metering. and traffic signal coordination).
Two topics regard{ns exclusion SIJU4tions lire dtscu.ssed he/OlD: first, ,a1',l
additianal exc/usla" «""'tian for San ... era .... County; and second, ,be process
thai will be used Ie <'Valuate lOS wuh tbe excJusior.S.
Tra".€t FadUty E"clurio" -In addt:lan lO tbe specl['lC <!XC1u.tioru 14entl['sed
In Ibe CMP kgislatjon, tbe Santa Clara Counry CMA wiiJ offer an exclusion fo'
facililies affected by transit services. For ezample, Intersections thaI have
t .... fflC sig=1 pre1'tnption for transU ... hlc1es (inciudiPlg Ii8ht rail <V!blcies) would
be exempt." Tbis exemption would allow local jurisdictions to exclude tbe effec,
oj transit vehicle pre_pilon on tbe calculallon of level-af-service. Tb!s
exemptkm is cansist..., wiJb Ibe Intent of tbe CMP kgislalion In tbe sense thai U
encOUTages translt use.
LOS Melbodology -em pam of tbe eMF Roadway System that are affected
by any of tbe situations idenJified in the CMP legislation (construction, jreeway
ramp metering. or traffIC signal coordinallon) or Santa era,... County's transiJ
fociJily e:r:clusi<m, Ibe followiPlg process would be followed 10 evaluate /evel-of
servsce:
(1)
(.v
lerJel-of-sen/lce would be estahlisbed using tbe OlA's uniform
_bodology for the partIcu1ar lacliUy type.
If tbe lOS lor tbe faclilly is ... "ccep,."'e, and one of tbe
itkmifjed sit1UUions applies, then ,be respons;ble Mem""'" A8ency
would submU a statement to the CMA tbal lOS on tbe s-j>ectf/c
facility was affected by an exempled slJuaUon, specify tbe
particular exemption siJuat/on, and sbow lOS wIIh tbe e:r:clusi<m.
7be laciJUy 's lOS anarysis sbouId fonow one of lbe methodologies
described below.
8 Tl'1.frtc s..ignal pre..e.mption systems ve devices thJ.t gNe priorii)' to tnf'&!.it vthides al trank
signals. ~,!hey make !he: uaffic .;gn.tI tum green rOt Lransil vehides wbeneve< <bey
a.pproach the iruetsea.ion. Trame ~janaI pre:-emp..ion devices art: c\l.nemly wed fot Sa,nta
a.ra Coon!)". ~&hl nil lnnslt aystem
sal\la ciil'i Ccunry DRA.. ~ CMP
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The _bodology to be followed for each of the different strut/tlo,,", is described
belowc
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Cou,,.,.,,IIolf --If tbe facility Is afl~led by ccmstruclion, the
Membec Agen£)' would be reqtii.-ed 10 estimate level-<>j-senr-ee as
If the c""-,,,,"clion were not taki"ll place and sOOu' thaI wiiOOut
tbe construction LOS would meet the CMA slandard. An
explanation 0/ Ibe process .... d 10 estimate LOS wiJhout
crmstTuction sbculd also be prw'.ded 10 tbe WI~.
R"",p H.,.rl"g -If lbe facility is affected by In!eway ramp
_ng, tbe Membec Agen£)' sbOldd prot/Ide an ana/ysl.r oj hou)
the traffIC Impacts of ramp me1f!rl"ll In /be partieu/a1' sUuaJIon can
be minimized. Tbf.s "'qtil.........,..! will help meel Ibe 1,,/ef'U '>IIbe
legislation to Improve tral%SpOrtatiof% conditio",.
Tr"ffIc S/gIfIll Coor41""'loro -If the /flCilll)/ I.< an inl£r.SeCJion
affected by 11 coordinaJed traff", signal system, cbeck to ensure
Ibat aVf!1'age delay '0 Jhe CMP System approacb is being ..sed 10
estimate level-<>j-service. The CMP standard applieS only to the
CMP System, thereJore, average delay Jor Ib, CMP System
approach sOOuId he vsed, ,,0( average delay JOT tbe entire
Intersection .
Trault P"cl/lly -1/ the facility I.< aflected by a transit pre
empt, LOS would he evaluated as if Ibe JacfJiI)I did no/ ajJecl LOS.
For example, a traffic signal that bad "n LRT pre-emp< would be
"""luaJed as if tbert! were no ~ device.
II should be empbasl%ed Ibat Ibf.s process sb<>U/d only be followed if a facllity Is
found 1201 to COflJonn with tbe CMP traffIC level-c/-servlce standard. If tbe
facility conforms wi,h the standard, n01bi"ll spocU:lJ need be done by the local
}wrlsdietlon, ewn if one of tbe siJuaIi,ms applieS.
Types of Traffic Exdudn from CM/' Traffic LOS Con(orma/l~ Sfandanl.
The CMP legl.<lation lists two types of traffic '0 be excluded from CMP traffic
iOS conJormance, Cntef-reg!onal traffIC and !ra/F" Ilf'flerated by low and very
low ,,,come ixJs<s{ng. The metbod for addressinIJ tbe CMP legislatjOfl ~ traflic
exclusions Is mof£' complicated tban tllat ... ed to address tbe excluded
situations. There are two major problems In 'bis area. First, bow do you
QC/Ua1Jy """OW traffic from the level-<>/-serotce calculation methodology> And
second, bow do you determine how much traffIC to remolJe? Each oj tbese
problems f.s descus.ed below.
Santa Cz.ra cou:nry DRAf'T 6iP
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Mrlbo4oloV -7l>ere is c",.,. .... t!>-no J>r:>.J'erslono./1y accepted standard
procedure for systematiaJDy e:xdudi7J8 cer.oln types of traffic from tbe: level-cf
Sen;/ce estimation. 7l>is Is particularly true for rnelbcxMlogles tbat rely on field
........... red data 10 et!<lluate LOS. In = of Santa Clara Counly's adopted
Intersection level-o/-serv(ee metbodology, once Q number (or jJerCimtage) of
e:cc:lusio1I Is agrfIe(J upon, "",cluded traffIC ca.. be mar;ually ,...,..oved from tbe:
jnti=ectfcn lOS ro/u"",..
However, 'n terms of the county" LOS metbodology for freeway segments,
=:Judi.,g spectj/c traffic from LOS calculation is """rry (mpos#ble using speed
data _red I<$Ing /be: foJa/lrvI car tecb,,~. 7l>e reason ,...,..ovIng traffic
from the freeu"')' LOS rnetb<KJ<Jk>gy Is diffICUlt is tbat LOS is e:sltmaled based
upon floating car speeds measured in the field, tbese speeds are directly
rela:ed U> traffic ""1""",,. It would be impossible to remove spedjled 'raff"
fro". the lreeway so tbat speeds could be: determIned witbout th. specified
traffic·
7bere "", technlli"t!S available for estimating speeds on fiwwaY' and segm<mJs
based on traffiC vol""... Ibat could be: manually adj",ted to rem"". tbe:
e:cc:hoded traffic. 7l>ese technlqu$S rely on a sig"iflcam amount of traffIC data
and a cdibraJed model.
7l>e 01« 's Tecbn~ Advfsory Co",m/JUJe wfll review tbe queslton of Irwway
segment lOS during tbe: forst year of tbe CMP, II may be possible '0 use tbe:
. transportation model ,,, futw"' year.< lor etJ<Jluallng fiwway LOS. Finally, it
sbou1tJ be noted thaI these types of techniques wUI be ussd ,n tbe county-wide
trampor1allon mode1 If> eva1...ue tbe: Iong·term Impacts of deve1cpment on tbe:
CMP S)lSte:m.9
'1'rtlJ1lc Volu",.s -Or!.ce tbe method for. e:cc:ludlng specified traffic from the
LOS esllmalton process Is developed, tbe: amount of /raffic .baJ can be remor,ed
"''''. be determined. Botb types of /raffic tbat car; be "",eluded from tbe lOS
calculalIo", are discussed be:1ow.
9 See Chapcer S fOt • complete deKrirtion or Santa Clara County, county-""idc
U1nspottltion model
2-10
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For PUTJ>Oses of the CMP, Inrer-regio1uJl traiTlC Is defined as trafJle that does
no< start or tmd In Santa Clara CoonI)'. Almost by definition, aJ/ Inter·reglonal
Iraffk uoll he on free".'a),; or stale bighways. Therefore, since Ihe CMP
legislation (quoted aool"e) gives tbe MTC, Callra1'f.5J and :be Bay .Area Ai,.
Qualil)' Management DIstrict power to assist Ir. Ibe Iraffic exclusion process,
and because lhese agencies cummlly have data on Inter-regional travel, Santa
Clara CoonI)' WliJ use estimates provided by lhose agencies to estlmale Inler
r-;glonallraffk ""I"mes.
The traiTlC exclusion for I"", and '""J' low Income bousing is more difficull 10
quantify, since Iraffic estimates from lhese uses are nOl avaiLlble from lhe
state or regional ~; Ibis means Ibat the C\£.! and Member Agencies must
develop Iheir own estimales of traiTlC from low and '""J' low income housing.
Under Ibe assumption tbat tbe intent of Ibe CMP Je&islali<m was probably to
ensure Ihat no ...... Jow Income bOUSing would he impaCled by the CMP
standards, lhe C\£.! would mal'IJIQln a database of Iraffic from new low Income
housing projeCts. This traffic would Iben he manually removed from lhe facililles
in the 1cve1-a/-s.et'Vfce estimation performed 10 monitor confonna".ce rviJb Ihe
traffic LOS standard.
LocaJjurlsdictWns would be required to prot>ide traffic vol"",. data em new low
("come bowing projects 10 tbe C\£.! as part of lb. annual ",ani/oring process.
The definfllon for Jou" and '""J' low incom. hOUSing WIll be determined by lbe
CMA Governing Board.
sane; din County DRAFT CMP
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3. TRANSIT STANDARDS ELEMENT
This chap,er describe. the prop<Y.ed CMP Transi' St.>.ndards Element. It indudes
the follOVling seven sections~
• CMP Tr.r..!1Sir Sund:1rds Requirements;
• Existing Transi' Opeta'''''';
• Existing Tr-.nsit Planning ltId EvalU<ltion Process;
• CMP Tflmsit System Defmition;
• Tr=sit Service Frequency :u>d Loading Sundards;
• Transit Rooting .and Comdoc DeveJopmem P!..a.n.tting; And
• Transit Service Coordination Standards
Most of the uansj,-reJ..,ed requlrements of the CMP legis12tion are already being
implemen,ed by the Sant;t Clara County Trans;, DJs-.rict (SCCTD). In the Base
Year, the proposed CMP Transit Standards Elemen, will consist of policies,
sundards, and processes that ~e currently under th e jurisdiction of the SCCTD.
This r.hap,er was wnt:en bosed on the SCCID's adopted sundards and policies.
The CMA staff recommends <ha~ in the Base Year, the polides and standards
cont;tined in this chapter be adopted in their entirety for the Tramit Stan<1ards
Element In future years, tlle CMA ond the SCCTD will determine a process for
developing the Tr=sit Standards Element <hat =ts the needs of both agendes,
fulfills the requirements of the CMP legislation, :u>d provides for the most effident
use of government resources.
Transit service Is a crucial part of the long-'erm effort to improve lroUlSportation
conditions in Santa = County. Therefore, as described below and in other
chapters of the CMP, Santa Clara Coo nty'. CMP places a strong emphasis on
transit capItal improvements. imprcwed transit servlces, and transit-orierned land
development
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eM!' TlANSIT STANDARDS ItEQUIREM£NTS
The CM!' legislation requites ru, ,,.noods b< set for ~-aru" servi« SpecifiClUy,
~'le legislation sU'es t"'JOe
Sundards b< eStablished fo< tl1c frequency and rooting of pl.'blk
tr:a.nsit, ~nd fot the COO'l'dln2tion of \unsit service provided by
separate operators. I
In aclditlon to the specific requirement for a Transit Standards Element, trmsi' is
included in seven] <><her sections of the eMP legislation. Specifically,
roM E!eQlen! -According 10 <he legislation, the TDM Elemeru
must promote tr2tlSit..2
Capital ImP' o.omenl Program -Transi, facilities are to be pan of
the CMP's capital Improvement Prograrr.
DefIciency Plans -Deficiency Plans must measunbly improve the
level of service of the System (which in San", Cian County
includes tr:ansit as well as roadways) and contribute to
significant improvements in air quality, such as improved
public ~"atlSI' service and facilities'
FInaDy, In addition to prOViding the requited transit services, the precloml"~n'
policy position in San", Clara County is that transll-«iented land-use plannlng
should be encounged. Therefore, the CMP will incorponte parts of the SCCTD's
transit corrido< pluming effort as pan or the future land-use impact analYSis
planning process.'
1 CaliIomla Go>etnmem Code Section 65089.(b) m
2 See California Govemmenl Code SeaJon 65C69.(b) (3).
3 See CaliIomi' G""""""",, Code Sealoo 6501!9 3 0:» 0) (0 (0 W 00.
.. The CMP'. P oposcd Land Use l.mpaa A.rWysi5 £lemenl ..uJ be modifJCd in futur'l: ye:vs to
reflect .an improved proceu for coordinatinJ. land-use pbtming with ttaraporution
imp'ChUDLl .... TraMlt <ortido< cIoveIopment MIl be part d!hi> imp<"O>"Cd proa:s..
Satu CWo County DRAFT CMF
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EXISTING TRANSIT OPEIlATORS
San", C12,. County is currently served by two major tf2nS;1 operators, CalTrain
and County Transit ~train is a commuter raJ service lh2t open.les between San
)05e and San francisco. COUt1ty Transit ope""., the ootk of pubUc tt21lSlt se, ... kes
in Sana C!.r>. County. It <>perotes public tnnsit ooses, light ni!, and speci.l
servjces (e.g. par>.transiO wjthln San", Clara County as weU ... prOViding transit
serv]<:t" to major region.a1 destlnations and transfer centers in adjoining counties.
Santa Clara County Transit 0 istrici
Currently. County Tran.o;it operates 80 bus routes withir. the urbani2ed area of
San", a..,. County. Bus routes include the [oUOv.'ing major typ'"..s of "",·ice,
• Major Arterial Routes -these are long mainHne routes that
oper.ace on major aneriaI streets, They provide the baste
transit service,
o Neighborhood/Feeder Routes -these are generoOy short
route. that link neighborhoods with !!\l.jor tnnsit routes
(either arterioJ bus roules or IXf SIlItiOOS). They are also used
to serve specific corr.mute patterns.
o Express Routes -these are generally limjled slOp and long
disLtnce routes. Most express routes operate during peak
hours only, oJthough some operate all day.
o OioJ-a-ride -DiaI-a-,.;&, service is operated in the runJ SOUth
COunty Area (including Morgan Hill, San Martin, ond Gilroy).
In addition to it> exter.sive 00, I:.nsit network, the SCl~I1) opP.taleS Ughl nG
transil service oJong the 20.3 mile Guadalupe Corridor. An initial service "' ...
opened in late 1987. The fir.2l section opened in M;i.y 1991.
Carini"
CaItrain is J commuter rail service: thal operates between San Jose a.nd San
Francisco, The Caluain service is rna:naged by Ca.ltranS under contract with the
Southern Pacific (SP) lWlroo.d tru.\ owru; mo5t of the track.
SilUi Oara County DR.-\FT CMP
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Tra.:uil SUndvds J!kmen.I: june 1991
C:altt:a.ir.: currently operates I commuter-oriented service (~owa.rds San francisco)
with limHed off-peak :and reverse commute se. ... via::, It should be noted tlut tf3ivet
demand fore<ast5 show tlul Caltroin', strongest growth market is in the It2ditioruoi
reverse commute dire<:tion (Le. towards San Jose) from San M;ateo County ~nd
no<t/lem Santa Clu:o County dties. Funding corutroln" and the tel'IIlll of the
CaJtrain ::agreement with the SP have thus far limited ~~V\Sion of reverse
commute service to meet thi> demand. CalL'ain currently opcr1"'s 54 weekd>.y
lt2ins between San Fnndsco and San Jose. On weekends and holid>. ys serviCe is
reduced.
Caltroin also provide. bus service from the San Jose station to Santa Cruz On
weekdays, approximately 10 round rnps are ~de between San Jose and s ... ta
Cruz; Lie 00. schedule i> well coordinated v.ith Caltra1n amv:ill and departUres.
EXISTING TRANSIT PLANNING AND EVALU"TION PROCESS
The existing t!2.l1Sit planning ::a!'1d eva.IU2tion process is described in StJOC't lUnge
Tnnsi< Plans (SRTPs). An SRTP is a comprehensive document that presents an
evaluation of existing transit service .. a plan for future apl121 2nd operating
improvements (including extensive documentation on proposed capital facility
projects), and. finmci.al plan. The SRTP, which is updated annlWly, provide. MTC
ar.d the state and federal governments with planning ;UStification fOf operating
funds and capital project finanaa1 >ssw""""'.
Using the SR TP in the CMP Transit Sundard Element &I1ows the counry to
coordinate transit service with the ovenD CMF. The SlITP process provides a
proven transit standatds monitoring and evalu.tioo precess as weD .... a pbnning
foundation, both of which will be critic:ol to improving transportation conditions
in Santa C= Couruy.
Sa1lta CIaft County TnllS!t District -Most ol Santa Clara County's transit
planning efforts and service evaluation studies o.re performe<l DY seem staff
members Of under SCClD's direction. Th.,.., studies include &11 the types of
activities required under the CMP legislation, including, S<:tting performance
standards {O< footing and frequency of trwsr, service and coordinating =il
service among different operators.
Sana Claro Coun!}' DRAFT CMP
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Since many of tlte CMP Transit Standard r"'luiremenrs that apply to t.~e SCC1T>
transit system ore already being considered in the SRTP process, the CMP will use
several p:uts of the SRTP. f(J( eurnple, the SCCfD's plan for imprQI.-;ng regional
transjt coordirultron wUi tv:: proposed for incorporation into the CM'P.'
Caltraln -0I1trans is responsibl< for preparing the OIltrain SRTP. The Cal'r.Un
SRTP contains the .,me types of infonruUoo as the SCC1T> SHTP. It should be
I'Oled, however, that some cf the CMP Transit SWldard categories OJe not direaly
applicable to Caltnin. for example, Caltr.lin operates on one route that is
pem=.en'; therefore, the CMP requiremeru to establish routing SWY-Urds is not
applicable. Spedfi<: appuotion of CMP tnns;! s=dards 10 C:tJtrain ~e will be
described in the appropriate se<:!ions below,
SANTA CLARA COUNTY CMP TRANSIT SYSTEM OEflNiTION
CMA staff ",ill prop<Y..e that the CMA adept Santa Clara County's exisWlg transit
system .as the c.~ Transit System. This system consists of the: publiC trans(t
fOUieS md services currently openned '9lit!dn the ser.ice uea shown in Figure 3-1.
It should be emphasized that thls " .. ",it servia definition does r.ot apply to the
SpecifIC routes, but co the gener.J corridors in wruch the routes operate. It is
important to preselVe fleXlbilit)· ~n the spectfic transit routing 10 ensure optimal
tnnsit system planning. Because a Transit System defmition is not specifically
required IT/ the CMP legislation, the CMP Transit System, unlike the CMP Roadway
System. an be modified by clwtging routes ac dropping !outes It any time in the
future.
TRANSIT SERVICE fREQUENCY AND LOADING STANDARDS
This section presents proposed eMP transit service frequency standards and
loading standards. Loading standOJds are included in this section because they are
one of the va:'4.bles considered in setting tnnsi! service frequency.
Transit frequency and fouting deci5ions are normally made based on land-use
patterns. In highly developed OJ".., like downtowns, where driving is difficult
because of traffic congestion and high parking COSts, high-frequency transit
service an be provided. In areas with low-density development, such as singJe
!:unily h<NSing, transit ~e is more difficult to provide.
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CMP FIGU~E 3-1
I SERYICE AREA eOUNDARY I
"""'r'-' --.......... -_._._ .. , " ,
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Frequency Standards -Tnnsit frequency standards are commonly developed
by all tr.lnsit provide,,;. Frequency 1; defin«l in term<. of "headway." Ihe time
berween con.secutive vettide arrivals. There atc: t'VIo'o major detennlnants of transit
mquency, policy headwaY' and IoadL'lg sundatch.
""Iky Bea4ways -Policy headv.'lIys ore minimum headv.'.ys set by
trL"'1Sit planners to ensu.re that some basic level of secviee ;,s
provided on • rwte. Poticy head .... y, YO!)' by the type of
tnnsit service Ooc::>J, express, tall, «c) and by the time of day
and days of the week They ore designed to ensure that transit
is a credible option for making trips.
loadinll S~Ddarcls -Loading standards arc used to ensure that
tr.ansit vehides are not too crowded to affect passenger
comfort and safety 0( system effie ency. When a l~ding
standard is yiotat«l, the frequency of service is increas«! in
order to reduce the average rlumber of pOlssengers per
vehicle. ~ with policy headways, loadIng standards ''a'1 by
type of tnnsit. service.
T.ble 3-1 presents tunsit frequency stJIndards for Santa Clan County'. CMP
Transi: Element The .undards shown in T.ble 3-1 .re policy headwaY'. These
st2ndatds will be monitored by Loe SCCT[} as part of its .noual SRTP planning
efforts, -
Table 3-2 illusuates transit loadIng guidelines for Sanu CLar.I County's CMP. While
these lr.Jidelines should nO( be considered ""nda:ds for purposes of determining
conformance ... ith the CMF, they should be us«! as part of <he process for
considering increases in transit service gte:ltt"-C than policy he~dv..·41Y freq,uendes.
These ~oad guidelines sho'Jld also be used to evalu.a.te service requirements
associated with new development.
nANsn ROUTING STANOARDS & CORRIDOR DEVELOPMENT PlANNING
Sanu ctat2 County's CMP approaches trulSit routing st2ndards in two ways,
• Setting standards for bus routing that focus on current needs,
and
• Designating corridors for longeraterm high-capacity tnnsit
de,,"elopment
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TRANSIT fREQUENCY STANDARDS
Santa Clara County Con~ .. tion Mana~''''''"l P''''' .... m
Une Claumatlon Peak Midday Night Saturday Sunday
Major ArkrlaJ Bus
Grid 15 30 60 30 30
Bonus Bus 30 nh n/ nla nia
Feeder Bus
Neighborhood 30 30 60 60 60
Rail Shuale 30 nia nia nla ni.
Commute Shuttle 30 nI. nla ni. nla
DW-.-Ride nI. nla nia nla r./a
EJrpress Bus (Note I) (NOle I) l'.ia nI. nla
light Ib.II Transit 15 20 30 20
(No<e 2) 2 Hrs 2Hrs 2Hrs 2 Hrs
Notes, nla -not applicable (service does not operate during this time period)
(J) Peal< hour express bus frequency standards are set 00 a case-by-case
basis. See SCCID • SRTP.
(2) Caltnin service is operated on an express schedule in the peak
commute direction. In the reverse commute direaion, frequency is 30 minutes.
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TUoNSIT l04DING GUIDElINES
San .. Clara CoonI)' Congestion Manage...,nt Program
Type ot SUTlce Loadlng Guldellne
Arterial Bus Service 1 SO% of m>Ximum seated op3city
Feeder Bus SeIVice 1 SO% of maximum seated capacity
Express Bus Service 100% of maximum seated ClP3ciry
Ught Rail SeIVice 1 SO% of maximum sealed cap.dry
Clhnin 100% of maximum se.'ed cap.dry
f Source [or Tables ~I and ~2c s.ru. a. .. Cooruy T..".. DWrict; Sbon """B< """,,,U P",,"
0992-20(0) May 1991 Draft; Appendi% C
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lIDut1ng Standards -Routing standards refer to the location 0( trulSit routes, It is
difficult \0 use strict quantitative standards when designing tnnsit roul"" beC:i\)5e
there are many vilriables Llu t cootribu te to effective and effident oper.u.ion of
tnn.sit routes.
Often, • ,outing standard such os "95% of the area', population shall be .. ;thin 1/2
mil e of • transit route -is used as a bosic routing criterion. Then spedfic varubles
that apply to the particular transit corridor are used to actually p1a.'l the fOuting,
Route design iJ1Corponues , .. <iables such '" spedfic location and density of land
uses, 'treel layout, topognphy, 'C'".Nity center ioc.tions, coordination with oL'ler
pans of the tnnsi: system (local and regionan and majoc demancl corridors.
The SCCTD currently oper.tes a bus tru'l.Si( system dun tncludes both local sero."ice
that opennes prim:.ui.1y in a grid p.anem, ~nd express service that operates on
freewaY' and expresswaY'.
CaIL"llin's routing sur.datd is limited by the fact that the Sylitem operates on an
existing fixed rail guide~;.y. The Caltrun tOUting standard shall therefore conslst 0(
the eaisting fixed rail guideway and any future extensions 0( this gu idewzy,
Transit Corridor Developmenl -An imporunt part of Sanu =a Coon!}'s
furure transportation service consists of Tnansi! Corridor Development Translt
Cocridor Development refers to the designation of priority corridors for rail or
other high-ca pa city transit development over the next I () to 20 years, These
corri<lors will address the most severely CO<lg,sted areas 0( the county.
The top priority conidors were esub!ished by the Tral'J;portation 2000 (T·2000)
Plan. They are shown in Figure ~2 and described bri .. ~y !>dow:
•
•
•
•
Tasm.an Corridor between San Jose and Mountain
VlCWlSunnynle;
Fremont -San joSe Cocridor connecting to B,IUIT in ,~
CoI.Inty',
V.S. 101 Corridor including the upgrading of cattrain and the
extension of cattrain to Gilroy; and
VasonaJHigh=y 17 Corridor from Los GatOS to San joSe.
Other transit corridor< may be designated for development by the pw. update
(T-20J 0) now underway, In addition, a long-range mas'.er pw. has l>een adopted
that designates the corrido<s where future tI'lIruit cap.dty is needed and desired.
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Hlgh-capadty tnnSil corridors will be designed 10 prrvide , high level of service
wl<h pea;. frequencies of ]0 minutes or less, and Invel liIne> comparable to, 0<
better than. equivalent auto traver, Their development will lid it! the attain,nent of
CMP goals in the lOllowing ways,
0) Tnnsit deveIDplnem will aid in reHeving congestion .and
maintainlng traffic LOS SW>d1rds;
(2) Transit will be a maio< clem=[ in ~ DefidenCy PWIs;
(3) Tra".il conido< development proj«:<s will be key dements
of the CMP; and
(() Land-use pans and spedfic land-use project5 that are
compatible with transit corridor plans should aid in the
development and effectiveness of these corridors,
TRANSIT SfRVlCf COORDINATION STANDARDS
Transit seIVice COC>f'dill3tion is an iInpofUnl put of improving tr2nsponation
services, There are !wo major types of coordiIlation, One imp,oves the interfaces
between different transit operators. The other improves the effidency of tnnsit
operators, The former type of coordln.ttiOO makes it easier for passengers to use
tran5i~ while the 4!ter type attemptS to capiWize on economies of scale available
thorough the combined e/forts of severa! transi' opef2tors, SpecifIc examples of
both types of coordination efforu i.'1Cludec
• Fare coordination;
• Transfer agreements;
• Administrative cOt'lrdination;
• Schedule coordiIlation; and
• joint marketing efforts,
The Metropolitan Tran'po!tation Commission (MTe) is responsible for
improving coordinatioo amoog Bay Are:! transi' operators, senate Bill 602 6
requireS the MTC to adopl rules and regulations 10 promo<e coordiIIation of fares
and schedules aJIlOr>8 all opel2lOr5 in the Bay Area.
•
•
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Most of the MTC s transit coordiru.tion efforts ate p!anned and imp!emen[ed
through the MTCs Regional Coordination Task Force of the T",nsit Operato'
Coordinating Council (TOCC). ThiS task lorce develops and monitors transit
coordination proJects throughout the reglon, including projects developed
specifially to respond to SB 602. Both the SCCTD and Caltrain have
representatives on the Region;aI Coordination Task Force ;and ;are active
partidpants in th-e process. Specific coordinatIon sundards and activities
currently being pyrsued by sccro and Caltrain are desaibed below.
Santa 0.. ... County Transit District
The Santa Clara County Transit District. is actively pursuing Lluee different
programs intended to improve tran. .. it service coordination of ;all typeS within the
county and the region. BeC2Use of the very specific nature of lndivldu.al
coordination effons (i .•. scfleduUng SCCTA buses to arrive at Caltrain stations to
meet trains), the CMP Tnnsit Corndination Standard cannot be as precise as other
CMP s"'ndards. Therefore, the proposed CMP Transit Coofdination Standard
consists of the following,
(1) The SCCTD will continue meiT partidpation in prograrru
designed to improve coordination of transit service among
operatocs L'l San", Clar3 County md in the region.
(2) The sccro will develop transit COO<diru.tion objectives for
completing specific transit cOOTdination projects on an
annual basis.
(3) The sccro will prepare an annual report foc the CMA that
updates the status of their transit coordination prcgrun.1 This
report shaD include a report on the ;a ocompli shmerj[ of aU
transit coordination objectives during the year.
Application of these standards should improve tnnsit coordination in Santa =
County. SCCI1Ys on-going transit coordination efforts are outlined below.
ilqlloaaI TI'1llIk Une Bus ServIce -Regional trunk Une bus service is provided
by SCCI'D to a number 0( Ioations OUtside of San", Cw. County. This service is
prOYided to major actiVity centers, such as the E1 Camino Real area in southern San
Mateo County and to major regional transit facilities such as the Fremont BART
St2tion.
7 Appenolia D 0{ SCCTD'. Shan Itans. Ttanli. Plan entitled, SCCID ACIfvU1e! 'n /be .< .... of
R"iorwJ CtxwdlftlJJiof1 could be ea.sLly modil'led 10 meet the ~uiremenl (or an annual
"'pen.
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}u.ne 1991
SCCTD is aloo part 0( • groop of operato:s th., is responsible foe funding and
overseeing operation 0( the rNmbvton Bridge Express Setvice~ The Oumbatton
Bridge Express Bus operates between the Union CIty BART Sution and the
5<ar.ford JI=rch P.,.k (Palo Alto).
In .ddition, sccro and the Santa Cruz ).!etropolitan Transit District (sarro) fund
and ovenee operation 0( the Highway 17 ExPress Service between Scotts Volley
in San", Cruz County and downtown San Jose. This bus service, whie.." '''is
instituted as an emergency measure after the 1989 Earthquake, has proven so
successful that it has been continued.
loter.Operator TraJl.fer LocatJoDs -scem has an active program (or
improving transfers among transit op<rators This progra:n consists of providing
bener uansit information (induding bener signs, staffed information centers
where posslbl~. Uld improved timetab!eslbroch'.Jres), coordiru.ting schedules,
and developing mnsfer fares or pin! piSSCS. The SCCID ShOl1 Range Transit Pl.1.n
provides a complete listing of inter-operator tr2n.sfer locatioru ana joint fare
arrangements. 8
On· going Retli<>na1 Transit Coordinatlon Mons -The Son" Clara County
Transit District pantidpates fully in the regional taSk foece is well zs developing
and implementing its own trans!! coordination improvement projects. rNrtng the
1990-1991 fiscal Year, SCCJ1) completed the following regional projects,
• The creation 0( a SCCTDIBART Joint T1Cke~ and
• lnter-Operator fare agree~nt5 with SamTr.lrlS, CillTra.in,
BART and AC Transit
In future years, SCCTD "ill be involved in several new fare coocdination projects:
a sclJed"le and service coordination project for !he D'"mOuton Bridge Express
Service~ coordination of ,Public information services and marketing with other
operators, a.."ld coordin2tioo of ac::lministrative services.
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F1urte 1991 'tnnail Standards Eletnerl! t -
Calltain
The existing c.altrain service is [air!}' weU coordinated with ad)Oining transit
syst"""'. c..J= has made a good effort at working with loc2l trulSit .=t"", to
develop ;Orne fares, coordiru.ee feeA-er 5erYict, a.nd Ofga:nilC joint marketing
effortS. !leaus.e the Santa elora County CW.A has limited ;uns&ctiO<l over CalTnJn.
the coordiNltion 5U11dards for Carlnin shall be limited to provlsioo of a brief
.annual report dOC-umenting progress on inter-operawr coordination wiLh
Caltrun.'
~ The Ca1tn.i.n Shoo bnge Tra.ns.it PLa:n includes this inf~tion and could be: pro,,·idcd LO
~ CMA. it) meet -du.s ~ fot III annual repo1't-
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4. TRANSPORTATION DEMAND MANAGEMENT
ELEMENT
This chapter descnbes the San'" Clan County Congestion Management Program
(CMP) Trip Reduction and T~vel Demand Management E1emenL A trip reduction
and tr.i\-el demand element is required in the CMP legis!a~on. Throughout this
cl!2pter, the term Transpo<Ution Demand Maru.gement (TI)M) will be used '0
refer to the series of trip reduction programs th.t Me included in the Trip
Reduction and T~vcl Demand Management Element
This chapter is divided into sections desoibing the [oUowing subjects,
• •
•
•
A description of transpecution demand management CIDM},
Congestion M.anagement Program TDM program
requirements;
California Clean Air Act (CCAA) transpecution requirements;
and
A Proposed roM Element [or:he Base-Year CMP
In addition to this chapter. detailed background and briefing repotts were
prepared for the CMA These reports present information and analysis of existing
.n<! potential trip reduction programs [or Santa = Coun!y.t
TlWIISPORT4.!ION DEMANO MA"IAGEMENT
TDM progr:.tms range from simple ffi2.rketing efforts (e.g. encouraging
ridesharing) to more compl"" public policies (e.g. developing site-design
guidelines intended to reduce tr.vel demand). These programs are designed to
improve the OYet2ll Ievel-<>E-service on the CMF System by reducir.g vehicle trips
through d,e elirnin:iltion of trips. shifting of modes. or grouplng of trips.
See, SanL1 eW. County CMA, TrIp Red..aum ~nd P-. Ptepano<I by 0..=
Staten and Gail Murray. CIS Consulting, April 1991 -U1d: Wilbur Smith A&soda.tes. ScmtQ
Cl4rv Cou'lljl CMP; nt> Redw.cm;JFI "nd 'TrtwII [)ie:m.n4 M"~'IJ Subcomm'lke
Rt/JO't; _ D<rzft April 26. 1991.
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In addition 10 b!ing • required element of the CM", tnnsporu.tlor. demand
IT'.aruagemenl strategies are I crucial put of meeting the requirements of the
CaW"orni.a Clean AIr Act. AlthO<Jgh the two pieces of legislation are 001 starutorily
linked, there is significmt overlap between CMF-required TOM p~ and
Clean Air An-required TOM programs. The TOM Element of the draft CMP is
d""igned 10 conform to the reQ'~itemenl$ of both the CMP legisl2tion and the
Calif0mi2 Clean Air Act.
CMP TRANSPORTATION DEMAND MANAGEMENT REQUIREMENTS
The CMP legislation requires two actions with respect 10 TOM. First, • "Trip
Reduction L'ld Travel Demand Elemeru that promotes artemative transporu.tion
methods and improves the balance between jobs and housing"' must be part of
the CMP. Second, as part of the CMF n.onlloring process, the CMA must ensure
that cities and the COUnty aclop! and implement a trip reduction .00 travel
demand ordinance.!
lDM 0rdInaua: -In order 10 comply ""ith the eM? legislation, all cities and the
COUnty are required to adopt a roM ordinance. The C.1IiA Board ""ilI make a
determination on the type ol ordinance requ ired 2nd a tirneline for adoption of
the required roM ordinance.
lDM Program ImplemenUtloQ -The legislation aiso requires that a roM
program be implemented by all Member Agendes. Initially, this requirement
could be mel by aclopcion of. TOM ordinance. In future years, Member Agendes
will be required to show that their TOM programs are effective at reducing traffi c
congestion on the eMF System <
2 c.urcml> GoYomment Co&: Seaioo 65OB9(l>X3)
~ Calif0rni2 Govemme1ll Code Scaion 650093 (>)(2)
.. Effectiveness ctilct':a and evalUAtion Lec:hnique.s Vo'ill be dc:ve1oped by the CMA a.nd lU
1echnic:aJ flIbrommincu.
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.1.'1 QUAliTY REQUIREMENTS OF THf CALIFORNIA CLE4N AIR ACTs
This section discusses. the tr:i.nsportation-related requirements of the Cahfom.ia
0.,.." J,jr Act (She" 1988). The CallEomia Clean }.jr Act (C(:M) will have 2 major
impact on transportation throughout the state, since emissiOns flam mobile
sources (vehicles) are the primary source of air poUution. The CCA. .. set \"ery
striJlgent health-based air quality 5und.a.rds and requjres areas to implement
Transporution Control Measures (TCMs) a.nd other prograrns designed to atuln
~"ese standards. Therefo<e, TCMs ",ill be critical In meeting dean air objectives.
The CMP legis12 oon specifioll y requires that the CMP be responsive In the If.AA
and the requiremer.ts of the regional Clean Air Plan. SpeclficaUy, the CMP must
ccnsloo the potential effect of regional .ir q~lity measures in the Trip Reduction
~nd Tr2vel Demano Element, the Capital Imp:overr.ent Program. the Transit
Element, and the Def!ciency Plan Element (For a fuD hst of references, please
refer to Exhibit B.)
Perhaps the most important ovcllap betv.'een the CCAA 2nd eMP legislation
occurs in the area of TDM ordif'.ances .and programs since these TCMs will be
employed by the Air DistriCl as a major fe.rure of the Clem Air Plan-Therefore,
the CMA shouid ascenain thrOllghout the development process ,,·hether its roM
Element is consistent With the TCM requirements of the Clean }.jr P12re
A brief overvie-\\' of th~ impact the CiUforrtia Crean Air Act wUl have on
transjXl<t2tion (and especiaJJy IDM Programs) ls presemed in the "'Xl below.6
Air Quality DeslgnaIion
Under the CCAA, aU regions of the state violating air quality standards are given
one of thtee designations-moderate, serious, or severe. The designations
describe the "'ea's ." quality and estimated time for attaL-ting ,tate air quality
standards. They also prescribe the ~ootro! prognms needed to impTOve .ir
quality. The projected due for atWnment of state a" qu.ility standards provides
the basic difference among designations.
6 Foe mofC L'\fonnation aee. 1kI)I_4reQi '91 QeilJJ'l; JItr Plm& (CAP), Implemen:171i IIl1 ~lble·
Contrail. April 1991; AslOCi;tioti or Bay AreI GovemmenLS, BOIl' .Area Air Q.nlity
Mtna.gemc.t\( Dis.uOct, and MCU'OpOliw\ 1'nruporulion Cornmissicn.
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Based on data from the regional transportation model, the &)' Ar •• is unable to
meet the state clan :tic standards by 1997 with any conceh'able, pnctiC2; strategy
The area is therefore cla.ssilied as a sever.: uea for planning purposes. It ,hooM be
noted that most of the SUte's urban areas will be clusifled as severe. Thus, in
order to comply with CCAA requirements, a more proactive local roM progr.i m
L'>an required by the CMl' legisllItion may be necessary.
Accordin.g to state .Ai! Resources Board guidelines, severe ueas. a1e required to
adopr Transportation Control Measures that 1) achieve a region-9lide Avet4.ge
Vehicle Ridership (AVR) of 1.5 b)' 1999; 2) achieve a 'sig:1ific;mt reduction" in
overall passenger trips and vehicle rroiles ""veiled; and 3) create no net increase in
vehicle emissions after 1997.>
Transportation Control Measures (TCMs)
Companlon legislation to the Califmrua Clean Air Act. the Corte~ legislation,
outlined how the CCAA would be implemented in the Bay Area. This legisllItion
requ ired MTC to prepare a TCM plan to meet the e:mIssioo reduaions required. by
the CCAA.
In November 1990, .ner 20 months of consultJi.tion with local governments, the
busIness and environmental communities, and other affected p.artles, MTC
adopted a TCM Plan and submined it to the Air District. After making. few
reviSions to WC's Pl.n, the BAAQMD adopted it as the TCM portion of the dr.rt
Clean Air 1'1." oo)anll2l)' 16, 1991.
The TCM portlon of the dnft Cle.n Air P tan is structured in three phases. The
projected date of implementation fex each phase is determined by the level of
authority and funding necessary to implement t.~e TCMs contained wit.'1in that
phase. The three phases ~e,'
Phase 1 ReaSOnably AyaiJab1e TCMs, The~ TCMS can be
implemented With existing authority and funding. Examples
include an employer-based trip reduction rule and an indirtct
source rule.
7 /'tOp4sed ~~ ~ SW'l4..w 0/"" c..1f/on>"' a..m A,r Act, e.uromio IJ3 ~ lI<wd, April, 1991.
8 AllAGiBAAQ"D/MTC, B4y A"", '91 au.. Ai' P/4n (CAP> lmp->r& All "1' .... ,1>1<"
CQnno/s; April 1991, h3I' 59.
Sana Clan County BRAFf CMP
•
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Phase 2 Additional Mgbjljry Teaffic Operatjons 2nd Incentiye
Package. These TCMs require new ~gi.'sIati'w'e luthority and
funding. Ex.mpl~5 include expanrled r.ew roll surts, high
OCCI.lpancy (llOv) lanes, ~ay inddcnl and aneri.o.l traffic
management, a.nd transit fue reductions,
Phase 3 MHX(t-S3$¢d (eMs. These TCMs also reQu1.re
luthorUing legislation (except p.l'king management, !or
which the Ai! District already ;>ossesses authority)". Enmples
include smog fees, congestion pridng. ar, increase in the gas
tax and increaSed bridge lOlls.
(For a full list of TC"'.s cont.:lined in the draft Clean Air Plan, please refer to
£xItil>;,c.)
Pha~ I TCM. ore assumed '0 be implemen,ed by 1994. Phase 2 TCM. are
schedu~ed for imp~ement.ation by 1997, Due to their conuoversial nature, the
implementation schedule foe Phase 3 TCM. is the mos, un<;eru.in; however, for
purposes or estirru.ci:ng em..iss[ons reductions, they are assumed to be
implemented by 2000.
Local Deleptloo -Local delegation refers 10 • provision in the CCA. .. L"-' .now.
regional air districts to delegate responsib'Jity foe implementing TCM. 10 10Ci1
agencies (I.e, tities and counties).
Delegation of this authority Is beneficWlO local agenctes because iI aDows the local
agencies 10 tailot transpottation control measures 10 the specific needs (and
markets) of !he orea and allows foe kx:al au,onomy in developing effect;,'e
programs. As specified by Ihe CJ:.AA, delegation ol implementation a..,t!lOrity for
Tnnsportation Control Measures (TeM.) may take place under the following
conditions: 10
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The local agency submics to the district an implementation
plan that provides adequate resources to adc.pt and enforce
the measures, and the dlstrict approYes the plan;
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<. The local aget><)' adopts an<! implemerns measures at least as
suingent as those in the district plan, II ond
}. Th .. disUict adopts procedures to revi .... • the perfo<mance of
the Joc::l1 azency in implementing tht: measures to ensu re
compliance with the district p~n.
Many of the Ptuse 1 TCMs corllained in the draft Clean Air Plan have been
jdentified as possIbly being delegated 10 c..ities, counties, or congestion
management asencies. Both of the Employer-Based Trip Reduction TCMs -
Employer AsSistance Programs (TCM ,n, ana the BMQMD's Trip Reductior.
Rule (TCM '2) -are prime candidates for delegation.
The rule-making process is expected to begitl in July 1991. Delegation cri","" and
agreements will be developed concurrently with the rule Irnplementatioo of the
Trip Reductioo Rule is scheduled fO( July, 1993.
PROPOSED TOM PROGRAM FOR THE ,...sE·YEAR CONGESTION
MANAGfMfNT PROGRAM
The Trip Reduaion SubcOmmittee of the CMA's Technical Advisory Committee,
.... hich is composed of representatives from the business .nd development
c:ommunlties as weD as representatives from Member Agencies, has met regululy
CNel the last niM months to consider these TOM issues.
In order 10 make a te<:ommendatlon on the kind of lDM 0rdL= and p<ogram
the CMA should .dopt, the subcomminee considered and analyzed two actw.l and
three conceptual lDM programs: the City of Santa Clara', lDM progrom, the
Commute NetWork', prognm, • Comnruter. Nm-'ori: Plus prognm. a California
Oean Air Act program, and a market-based progrorn.l2 These potentW progroms
were then evaluated against the following criteria:
• Does the program meet the CMP requirements?
• Does the progrom meet CCAA guidelines promulg.ted by
the Calif0mi2 Air Resources Board?
11 In order to be cnn.siSteru: with a:hc: CCAA. lM CaliroaUa Alt Jlesourc:es l\oratd lUted thaI in
ordct ICI be ·"t IeuI as Ilrinictll-as the CC\A-driven d.iJuia. pIan Ioc:aJ qcnda need Jo
adopt Illingent fines 10 cnfora: lheir \rip reduction ordinanC6. Jerer 10 Cl!il'0f'1'I.i1 Air
Icoowce', Propooed GokW>oo; E~-&I.#d 7l1P R~ .. ROIUO'WIb/y AV<IIJabie
c;".,m,I _ Ap<iI. 1991.
12 1'0<, lull djao ... ,oo ollhil anaJysI., pIeue ref., '" <he "'pot! enIitlod 7l1P R~ """
_ ~ M ___ mUl« Repo.t; Rowed DraA April 29, 1991.
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Is the program ~keJy to be stringeru enough :0 tn«"t the
aAAQMD's delegation criteria?
Potentia1 effectiveness
Cost
Pciitic:al acceptability, and
Implementation consider ... tior.s
After this analysis and evaluation was completed, the su1x:ommiuee
recornmen<led JUld the TAC adopted the recommendation that the Commuter
Network's IDM Ordinance be adopted .. a uniform, county-"idc otdltw1ce for
Member Ager.ctes that do not hav" an existing IDM ordinance, (l'or th" full teXt of
the Commuter Network IDM Ordirunce, please refer to Exhlbit D.) The TAC also
recommended that the City of Santa Clu. modify its existing TOM O<dinan<:e SO
thaI it is fun<:tionally equivalent EO the Commuter Network ordinanee, The
timeline for adoption of this IDM ordinance and the 'evision of Santa Clan's
ordinance ",ill be dctennined by the CMA Board
The advantages of adopting the Commuter Network's ordinance for county-~
application are numerous, Fi:st, in addition to fulfilling the uniformity requirement
of the Clem Air Act, it will provide continuity for employer.; wbo ha vo worksit.,
in more thm one dty in the county, and allow them to comply with only one set
of TOM requiremenu~ rather than multiple (2.nd potentially conflicting)
requirements from different levels of govemrnenL
Second, Santa Clan County and live db .. : MiJpiw, Mountain VIeW, No Alto, San
Jose, and Sunnyvale have already adopted the Commuter Network IDM
Ordinance and program. These jurisdictions. and employers within their
boundaries, have inves-.ecl signiJicanl time and effort i,,:o tills model.
Third, the proposed Tn.nsponation Demand Management (roM) Orc!irwlce
provides a basic framework for creating progressively mor~ advanced roM
programs, The Commuter Network IDM O"dinance includes simple trip
reduction stn.tegies (such as encouraging ridesharing, bicycling. and the use of
transit) as part of an employer-based program. In the future, more advanced trip
reduction strategies (such as ,ite-design guidellnesfll>direct source review) may be
.dded to the basic requirements,
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Fuuliy, it should be emphasized that while it is impossible to know .. lut the Air
District's fina.! Trip R~duction Rule will look Hke, Commute:--Network
incorpon.ted many of the requirements of the cc.u. (such u tbe use of Avenge
Vehicle Ridership) intO the TOM Ordiru.nce, Therefore, ;.lthough the TOM
Ordinance was designed to mee! AVR goal> bo.sed on • "seri"' ... " "'ting for the &oy
Area, the Ordinance cart now be .dju Sled to meet the requirements oJ a "severe"
"'ting without signiJian! alteration to the program
The proposed st. .... tegy is to adopt this l>asic TO M Ordinance, which has already
been adopted by • significant po'tion oJ the cooney, and then strengthen the
program as neressa'Y in the coming years, This strategy will provide the CMA
with an opportunity to monitO< the effectiveness of specifIC TOM stntegies and
then to tailor them to the county's unique transportation needs,
This L'lCre1Tlenlal stntegr also gives the county's employers a chance to get swted
on a TOM program now, ""ith the hope that when employers see the inlemai
benefits of • TOM program in terms of employ.., productivity and satishaion,
they Will be more willing to adopt the wonger measures that may be necessary to
further L-nprove the region's air qu.allty, An alternative SU2tegy, such as adopting a
voluntary program with no moniroring requirements, could open the door to
draconian TOM programs developed by the region being forced upon cooney
employers, as happened in the South CoaSt Air Quality Management District
through the imposition oJ Regulatioo XV,
TOM Program Implementation
AnOOer issue to be .ddressed this year is the level oJ TOM support seMce that
the CMA will provide to local jurisdictions, In terms of cost efficiency an~
program effectiveness, there are numerous benefits 10 having a single service
agency, such as Commuter Network, manoge and monitor TOM prognoms coonly
wide.
Commuter NetWork is a joint public/private partnership rlt.al was formed in 1988,
The Commuter Network deve10ped a TOM program for Silicon Volley and
provides asslslance to businesses and gOVemmetll .gencie.o; in implementir.g this
program. In addition, IUDES for Bay AIea Commuters provides carpool and
vanpool formatioo assistance to Jocal companies in cooperation with COmmuter
Network.
sa;;u Clara <:COnly DRAFT CMP
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SANTA CLARA COUNTY'S CMP TOM ELEMENT
FoOOWing I/;e adopt/on of tbe Ciea" A Ir Pia", and prior 10 lbe adoption if lbe
Jl..a! CMP, tbe CMA SJaff wtll recommend I/;at tbe CMA Board adopt a "" if"""
roM ordinance for aJ/ Member Agencies, 10 be enacled prior 10 Marcb 3 I,
1992. lAter I/;is year, Ibe CMA Board Will also have 10 decide tbe parameters
for tncotporaltng lbe ComtnUler Networlt ("to tbe C01".gestion Management
Agency, and determine wbetber participation I,. lbe Com mw;,r Networlt wiD be
I)(o/untary or mandaiDry.
The TDM program will be continually re~aluate.j to tnsure that it is consistent
with the Trip Reduction Rule under development by the Air District CMA sWl"
will continue to partidpate in monthly joint meelings with Air Distrkt staff 10
cilscuss the integration of trip reduction ordinances and other TCMs into
congestioo management prograrn.s.
The CMA will also develop guidelines foe evaluating trip reduction program
effectiveness. This will be :an important aspea of conformance with air qualiry
requirements as weU as providing data for L~e CMP monilOrtng effort InitiaDy.
rnoniconng will 2.5sess whether the trip reduction ordinances are in p12ce; later,
roM effectiveness will be evaluated.
In future years~ t.he CMA will develop strategies to improve the counry-V\.ide
balance between jobs and hOO>ing. In addition, the CMA will continue 10 renne
roM programs and make them more effective at Increasing A VR and reducing
vehicle miles travelled through'JUt the CDUroly. Finally. integration of other relevaru
TCMs into the coogestion management process will be investigated
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5. DATr'.BASE AND TRANSPORTATION
MODEL ELEMENT
This chapter describes Santa C~ra County's CMF D.tabase and Tnm'portation
Model Element It indudes the following sectlons,
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CMP D2tabase and Transportation Model Requirements
D2ubase Development
CMP Transportation Model Development
Database and T=ponation Model App~cation
Transponation Modeling Guide~nes,
Transportation models are tools th:it can be used to project future uwsportation
conditions when inputed · ... ith • set of land-use fOIealSt!. Models are based on
OOsef'.'ed relationships between vartablesj for example, the !e!ationsrup between
the price of gasoline and the number of vdJcle-miles driven. M long as the basic
reIationshjps remain consistent, :a we1J-designed modeJ .should prerliC'
transponatioo conditions with some degr~ of accuracy.
The CMP transportation dotabase consists of • set of dota th:it documents existing
transportation conditions and land-uses in • quantitative manner. The dotaNse is
used to update the CMP transportation model, and as an input to the land-Use
Impact Analysis Prograrn
The CMA Board approved. workplan foc the conversion of the Counly's T·2010
Tra!lSportation Planning Model to the eMP Moc!eI in December, 1990. The
exlstence of the T·20H) Model clUbled the CMP Model to be dev~loped at
r~tively low cost Member Agencies partidpated in the dotabase and model
development through a review of lnnsportation an.lysis zone dua and
transportation netv.·orb, Member Agendes have also provided current traffic
volumes that will be use<! to v:ilidote L.,.mC assignments estimated.
eMP DATABASE AND TRANSPORTATION MODELING REQUIREMENTS
The CMP legislation requires th:it CMM develop • unifocm dotabase and model foc
evaluating tr.n.sponation impacts. The CMP legislation states,
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The agency~ in consultation with the regional agency, dties, and the
CO'.l!lty ,hall develop. uniform data base on tnifie imp.cts for use
in J county'90ide transportation computer model and shall approve
transportation computer models of specifie areas within the county
that Will be used by loa! jufi..dictio<1s to detertrine the quantitative
impacts of development on the drc"lztion S)l>1em tho! are based on
the coonty "'ide model and standardized modeling assumptions and
conventions.
Th~ computer models shaH be consistent '9o"im the modeling
methodology adopted by the regional planning .gency. The data
bases used in the model shall be consistent with lhe data bases used
by the reglonal pl.ruling .gency. Where the regional .gency has
jurisdiction over two or more counties, the data base used by the
.gency shaD be consistent with the databases used by the regional
·8cn'1'.'
To sum!1larize, the legislation spedfies the following three requirements for the
CMA regardlr.g the databa.", and modet
1. The CMA must develop. uniform database and model.
2. The CMA must .pprove Ioc:al jurisdictions' comp<Jter models
that are tl.5ed to delermine tnnsporution impacts of !zod-use
decisions on the eMP System.
~. The eM!' database and model must be consistent with the
regional ag"' .... 1"5 (i. e. Ml'C"s) database and model.
In .ddition to these Statutory requirements, the tnruportation model will be used
by the elM. to assist in the implementation and p,epantion of the base and
future-y= CMPs. Speci1ically, the eMP model Will be used
1.
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3.
To .ssist in the eMP Land-Use impact uulysis planning
process;
To help evaluate projea. for inclusion in the CMP Capital
Improvement Prognun; and
To evaluate system-level improvements to the eMP System ro.-Deficiency Plzos.
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D1tabase and Tr-anspotUtiOo Model Element
Each of these uses, ."d the methods for accomplishing them will be outlined
below.
CONSISTENCV WITH REGIONAL MOOH
Consistency with the regional d2.tabase and model is one of the most important
requirements of the c.\1P legislation. This section outlines consistency with the
regional model a,><1 database.
MTC Model -The Metropolitan Transportation Commission (MTC) has been
developing a series of transportation models since the mid-l960s The current
series of MTC transportation pi2nning models are known as the MTCFCAST -&J/81
system.
The MTCFCAST-80/81 tr2vel model demand s),stem ... ·as develo?ed using 1980
Census d2.ta ond data from • 1981 travel survey of 6200 regional households. The
survey sample rate in Santa Clar.i County wa.s approximately 0.2 percent
MTC's travel-demand models reflect tnvel beha .. 'ior of different marker
segments. Market segments ;.re described in terms of households with and
without workers and pn'rW}' vet5US seconcl2.ry workers. They also includes three
income OtegOrles, and thtee' automobile ownership levels.
ABAG Database -The MTC models utilize data prepared by the A..<SOCiation of
Bay Area Governments (ABAG). The ABAG projections provide estimates of
employmen~ land-use, housing, population and household income .t county and
1980 Census tr2ct levels. ABAG updat~s their foreca..<t serle> every tw()-~three
yeatst 'based on surveys of Ioca.l polid~s as weil as revised national, state :a.nd
regional databases and forecasting assumptions.
The most recent version of AR!.G·, database is Projections '90 (P'90). The P'90
series provides estimates at $orear intervaIs to the year 1010. ABAG projections
are reviewed with local jurisdictions on an individual basis prior 10 release of data
at the Census tr2ct level
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MTC Congesdon M~t Program Databooko -In order to assisl local
CMAs in developing models thaI are cor.sjslent with the MTC Model, the MTC has
issued , .series of "Congestion M~n2gement Progr:a.m Databooks·, These
d>tabook. pravlde u>vcl fo<=OO& results for the years 1987 and lOOO. Theot
regional CMP foreasts "are intended 10 usist counties in preparing u>d aitiquing
their own f=!S U>d 10 assist MTC in its a""lysis of the consistency of County
C'MPs with the Regional Tr2I1SporI2tion Plan.l"
CMA Model Consistency -The CMA', transportation modd and database are
consislent with the MTe, database and model. The CMP Transportation Model
and its prede«ssors were aliooted to the 1980 home-based work trip 121::1. ""d
the 1981 !r.ivel survey OS developed by MTC
Furthermore, tbe CMA', model uses the ~'l'iAN tt2nsportation planning
software package thaI is functiomUy equivalenl to the Urban Tnnspol'.2tion
Planning System (UTPS) softv,'are used by MTe More details regarding .pecifi c
consi'itency issues are de.smbed in the fol.lowing sections.
CMP 04T4B4SE OEVElOPMENT
The CMP databose will be used for two major purposes: first, 10 obtain
information for updating the CMP tr2I1Sporution model; and second, 10 p:ovide
bosic infomatkm for the CMP', und-Use Impaa Analysis Program There ue
two principal databases relevant to the CMP model: socio-economic dara, and
transpotUtion network data. Bo<h are described below.
SOCio-Ec .... omi c D~1a
The AUG Projeclions '9G (P'9G) series was used as a basis for sod<>-e<:onomic
d> ta used in the database. lhe ABAG P'9G dau provides estimateS of 1990 and
2000 sode>-econornic data for the 261 1980 Census Traos in Sant2 a.ra County.
The zone system used in the CMP model is based on 1980 Census tt2OS. There are
360 intemal zones and n extemal zones in ~~e CM!' model. Twenty-eighl of the
1980 Census tracts were subdiVided into 127 zones; 233 zones are direClly
equi~ent to 1980 Census nelS.
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The ABAG P'90 Census tr.ict estimates were used as the basis to estimate sod<>
economlc and l2.nd.-use chanllcteristics at the zone level. Local ju.'!isdictions were
requested to review ::one estimates of 1990 and 2000 characteristics (Of
reasonableness. ABAG required that revisions [0 zone estimates conform [0
countywide toWs.
1990 Census DaIS -The P'90 w .. released in )une 1990, pri", to release of a:.ta
from the 1990 Census. Initial releases of 1990 Census data were used to improve
the a,cuney of zone esti=tes of 1990 l",'els of popul.tion ~nd housing.
Subsequent releases of 1990 Census data will be used to adiust and correct zone
characteristics of household incomes, workers, househo1ds With ~'orkers and
other data related to the transportation plUUling model.
Land-Use Database Developmen1 -The P'9Q series provides estimates of
acres olland-use in broad categories 01 residential, industrial and commercW, and
roads. The parcel database maintained by the county "ses"" will be used to
establish an extended ilissification of zone land-use qua.~tities in future ye:us. In
the future database, land-use data will be inventoried in terms of parce~ and
improvement square footage. This revised land-use cla.ssification will h2ve
improved coosisteney with Wld-use d.sses used ;., wIIlc impact uWysis.
Land-Use Database Maintenance -Anno o,l reporting of development and
land-u,. changes by Member Agencies will b<: integr:ated into the land-use
database. Member Agency reporting of .ctivity at the zone Jevel will enable
maintenance of a consisten~ countywide land-use datat...e of a curreney sufficient
for countywide lr2nsportation modeling. A zone land-""" accounting system will
include amounts of vacant land by general plait design.:~tions of residential,
iodustrial-rommercW, other urban uses and non-developable acreages.
Transportation Network Databas.
The Metropolitan Transportation CommiSSion (MTO has significant inforrru.tion
on the regional lr2nsportation network. Santa Clara County's CMP database i.
consistent with MfC. database and assumptions .
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MTe Blshway and Transl: AJSumpllons -The regio~l road and transit
networks ",,<umed to be in operation in ZOOO are described in MTC documents'.
These networks :usurne c-ompletion Df nuny projects in the 1990/94
Transportation Improvement PI.n and the MTClCaITrans HOV Masler Plan.
RegjOlUl road and t::ansit networks that were 09"f1.tional in 1990 were identified
and incorporated in previous exercises of the T-2000 and T-2010 transportation
planning models, Descriptions of the regional road and transit f.a.cilities that
interact with Smta Clar'a County are required for use in the CMf' model.
CMP Road and Transll Networkf -The CMP designated roadway system,
described in Chapter 2, is include<! in the 1990 and 2000 J>etw<Y.ks. The CMP
roadv.·ay system comprises only a portion of the road network included in the
road database used in the CMP modeL
The CMP tr.lnsit network, described in Chapler 3. comprises most oC the tra.nsit
network included in the CMF mode!'$ tr.in5it database. Other transit services
induded in the model are POfT.ions of the SamTr.ans, AC Transit and BART
networks.
City and Transit A~ncy Reviews -Local jurisdictions were requested 10
review the 1990 and 2000 road networks used in the eM? modeL Local reo-'lew
included consideration of the completeness of the flI'!Works, fad Uty classification
and number of lanes. The Transit DistriCt also reviewed the transit .services
included in the 1990 and 2000 networks.
TransportaUOD Network Development -T'lWO transportation network
databases are tequire& a /ink and in~on datab;se describing road networks,
and a ::ransi! service database describing elements of the transit network. Both
networks are described below.
Unk and intersection Databa.se -The database desmbing the road
netWork is a Iink-and-interse<tion database. A network link exists between
two network nodes, most network nodes are intersections. Tne database
includes a coordinate location f;x each node and i!5 characteristics, such as
vehicle capacity, speeds, and restrictions (including HOV facilities) for each
direction of a link. Intersection data may include signalization
characteriStiCS, tum restrictioll5, and observed peak·hour approach and
turning vclume.&.
Santa Clan. County DRAYT CMP
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TransIt Serrlce D.tab .. " -The tnuuit service d:itabase description
includes p~th direction, stops, ~d type of facility trave""d (e.g. meri3.l,
expressway). Route identificotion, peak heodways, and vehicle type are also
described. Pin2lly, an imentory of Pork-2nd-lUde facilities ~nd porking
fadllties at transit stations 1re Usa included. rn this da~ba.se.
Transportation Network Malnttnance -Unk-wel-netwOfk d:itabo.ses wiil be
mairuained through """uoJ reporting by Member Agencies ~d c.x>rdlnation with
caJTrms wei the Traffic Authority. The traIlsit service d:itabase wiil be maintained
by ann~ reporting by th e Transit District, C2ITraill and through coordination
with !>fTC wei regionol transit service agendes.
CMP TRANSPORTATION MODEl DfVUOPMENT
Thls section descnbes developmenl of t..~e CMP model in terms of consistency
with the models, methods and ... sumptions adoptd by !>fTc. It '"SO discusses
special charactetistics of the CMP model.
Consistency with MTC Moder
The CMP =porution ~ been designed to be ronsisteru with ~~e !>fTC Tnvel
Demand Model forecasting system. Thls section descnbes severn basic modeling
character'.stics that are shared between the models.
Trip PuJ'poSeo -The CMP model includes the same trip purposes used
by !>fTC,
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Home-based wOfk
Home-based shop and oelie:
Home-based social/recreation
Non-home based trips.
!>fTC forecosts include home-based eduC2tion trips as • function of the other
purpose trips. The CMP models include MTC-estimated equ~tions for Uip
productions, Uip attractions and trip distribution functions for trip purposes
othe:-tlwl home-based work.
Market Seam""'" -The CMP model is 1 • semi-aggregat~· version of the MTC
dist.ggregate travel demand model The CMP model distinguishes characteristics of
working households for the home-based work trip purpose. The CMP model
incorporates non-working households ~d households with no aulas for other
trip purposes, an3.1ogou5 to MTC models.
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Mode ChoIce -The CMP model incorporates the MTC ·~te Work-Trip
Mode Choice Model foe Aggregate Forecasting (Model TW)". The CMP model
2150 inCQCporates the ).fTC non-work mode choice models foe home-based shop
:and OIhet, hame-base<I scx:aVrecreation a.nd non-home base<I trips.'
halt BoW' -The CMP rnodd incorporates the ).fTC approach of estim.tting .... >,f
peak-hour mode choice as th~ basi. for determining drive alone, shared ride and
tta.'lSi! travel choices.
calibration -The CMP rnodd and its predecessocs were <:2librated to the 1980
bome-base<I ,,'ork trip table md the 1961 trav': survey as developed by MTC
Consistency with MYC Modelinl MeL'>ods and AHumplions
The CMP Model is consistent",. itll the methods and assump:ions used in the MTC
Model. This seclioo describes sevenl assumptions :and me~~ods that are common
to boL~ models.
Software -The CMP model uses the TRA. .... "FI.AN transporution pl2Ming
s.ohware pa.ckage This package is functionally e-quivalenl to th~ Urban
Tr.I!I5po<W!on Planning System (UTPS) software used by MTC.
PrI<:In& -The CMP model uses MTC pricing assumptions for transit fares, bridge
tolls, parking charges, :and auto oper.iting coots'S.
External TriP5 -The CMP model directly incorporates ).fTC regional trip
estimates (by trip PUrpo5C) that int=a with San", Clara County, through use of
MTC-prepared regional trip tables. The CMF model o.Iso includes MTC estimates
of inter-regional comrnut= for 1990 and 2<lOO'
, M<ttopoUtu T""'9OfUtion Commiuion; April 1988.
S Mettopollt,ul Transpottalion Commission; N(m. Worli T,;p Mode Cbcnu MoMls, FIPIIIl OOOU ...... V_ F<br.wy 1988.
6 MttropoUtap Tnnsporution Commission; )'''13'' 200.5 4PJd 2010 B4y ArwI TrlUJel
~. Faret:An htpU.l ~; February. 1990; and CO'lg"'/Kni M4'14g~
~ D.rrll'b~M 'J: Rf!8kmaJ SumPfW1)l. op.OL
7 Metropolitan Tranaporution Commis.sior''.; Memorandum.: ·lntu·Rqlo'l4f CommWe"
__ 191J().201(J", f""'" Orud< PuM.I; January 30, 1991
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Travel Beluvlor -The eMP model incorporates the vehicle occupancy
assumptions for oon-work trips and highway peaking "'ctors for convening daily
vehicle trips (by trip purpose) into AM and PM peak-hour trips. The CMP model
incorporates the "equilibration" methodology that is used by MTC, where
congestion r~d travel times are used in an iterative: manner in the mode choir:e
modeling process.
Vehicle and Transit Assignment -The eMP model incorporates a
methodology a""logoo5 to the MTC "Layered", equilibrium ,ssi,>nment process,
which distinguishes standard mixed-flow lanes from high-occup.ancy.,,·ehicle
(HOV) lanes. The equilibrium assignment process used in the CM? model is
functionaUy equivalent to the MTC methodology. In the eM? model, transit
passengers are assigned "'ith .a methodology analogous to that used by MTC.
Finally, the eMP model includes assumptions regarding tn.nsil terminal limes
consistent wit.h MTC assumptions.
eMP Model Refinemenls
While the CMP Model Is functionaDy equivaleru to the MTC model, it contains
several irnportanr refinements. This section describes these refmemenlS.
Walk A Auto Access to Transit -The CMP model includes an estimate of the
portion of each zone Wt is within a four-minu~ walk to a transil fadlity. Mode
choice foe w~k~acc~ to :rz.nsit and autl>.acces.s to transit populations :are
independently estimated
Auto Ownership -The CM? model independently estimates the number of
auto< owned within a zone by estimating the number o! autos per worker. The
equation estimating aUlo ownership was developed using 198() Census dau. and
ABAG estimates of residential density. The CMP model {ore=1 1990 automobile
OWI>e1>hip In s.nu Clara county with 98.3 percen! a=cy.
Home-based Work Trips -The CMP model L'1dependenuy estimates home
based work Uip genentions and attractions. The estimating equations were
developed using the 1980 home-based work trip u.ble develc;.ed by MTC and
ABAG estimales of income and employment. The home-based work trip
distribution model was calibra~d to the 1980 home-based work trip table with a
standard gravity model using weighting faClO<S for regional and su!:>-regional areas.
The home-bas,,<! work trip mode choice model _oS calibr:ned to mode choices
represented in the 1980 bom~ work trip uble developed by MTC.
SantI oar<l counry DRAFT CMP
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Blghway Gap,dty Mallual LOS FC:'eCUtinll -The CM? model incorpor.ltes
vehicle assignment methodologies that estimate through-vehicle 6elay at
Intersections and link .peeds foc uninterrupted facilities. These methodologies ore
identical 10 those described in the 1985 Highw-.y Capacity MancW 0985 HeM) !hat
.,. used 10 estimate leve14-.servke (lOS).
nome-based Education Trips and SaD Jose Internadoaal AIrport Trips -
The eMP model independently estimates trip. to comm'oni~! coUege. and
uniVersities based on srudent ""JoIlmen! and residence in 1990.
The model estimates trips to San Jose Intem2tional Airport based on passenger
"""IS and Air P2SSerlger Suf\'ey data from MTe.
Peak Period Capadty A .. lgnment -The CMP model uses AM and PM "peak
period bet""" equ;v.lent to a "peak-hour factor" to represent peak-hour spread
Pe.ak pericd f.actors were developed from observed peak-hour \'oh.Jmes at
sampled i.'l"J.tersections. Peak period cap3dry estimates use ~stimates of vehicle
del2y consistent with the 1985 Highway Cap.city Manual.
)(odel Validation With 1990-91 Traffic Volumes -The CMP model has been
validated to 1990191 traffic volumes reponed by Member Agencies and CaITrans.
DATABASE AND TRANSPOIlTATION MODEl APPLICATION
This section describes two important subjeas' firs<, how the CMP Transportation
Model will be used; and S«:Ond, how the model will be updated.
CM!' Transportation Moder ANJysis
The CMP Transpoctation Model will be used 10 forecast future traospor<.ation
conditions in Santa Clara County. The model will estimale transpoctation imp'c""
eX _jot" land-use changes (such os General Plan Amendments), as wen as impacts
of large ~tion improvement projects.
It is antidpated that the CMP Transponation Model will forecasl transpoctation
conditions fa I ~y= and zo.year planning horizons. Addition.a.lly, as pan eX the
model update and calibntioo prIX"', a curreru-yeor transportation forecast may
be mode each year using annual monitoring data.8
8 h should ~ noted mat lOt pYtpOIC5 of annual coruorlll.1.nce determination, the CMA will
we ac::waI musuremerus of uafflc Jcve1--or~$elVice. 'Thc:u meuuremc:nts will ~ used 00
upd>t< Ibe eM? ~ TnnsponaUClrl Mo6cl
Sana oan County DRAFT CMP
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June 1991
Results of the Base Year CMP Transportation Model should be available by August
1991. These: results will be !~iewed by the Technica1 AdviSo:y Corn.rnittee flnd
the CMA CoOYeming Board and included as an .ppe!1dix to the fuW CMP. The base
yev eV.tu..tion will include ''''0 5epat2le model runs.
Yair :woo Model Evaluation -The CMP model will be used to foreC2S1
performance of the proje<:!ed transportation system (roadways and tran.s!t)
with the locallY-1eviewed ABAG proj",:tions for !he year 2000. This ona!ysis
will identify potenlilll level-of-service defidendes and will evaluate the
1ev.1-<>f-service impacts of incremental land-usc ch.anges.
1991 !!.xlsUng·Plus.A;>proved I>t-velopment -The CMP model will be
used 10 eval"ate the combined effects of minist.,ial actions and specific
'1991 Approved Projects', os defined by the CMA, on the CMP lletw()(k
The exiSting-plus-approved projecl datab.ase will be developed using data
submined by jurisdJctions and will identify zone permit actiVity UId ,,"acant
land dassifi",tion.
In addition to the ... ·0 specific model .ppU",tions described above foe the base
year analysis. the CM? Model could evaluate the effectiveness of def>dency plans
and proposed capital improvement projects. The CMP model could also be used
to analyze vehide-miles traveled (by f.acility type) and air quality data.
F:nally. the CMP Model will be used to assist in the analysis of tr.lnSportation
impacts roc proposed p1ojects. The CMP model wiil pr"'ide the trip distribution
data by trip purpose and mode choice data fo< each lone. This type of
infOlTnlltion is required fOf' use in transportation impact studies.
Updating the eM!' Tr.ansportation Model
The CMP', Transportation Model will be updated on an lU'.nual basis. This section
describes the major data sout= that will be used in "pdating the model and the
updating process. The updating process will have [wo m.tin sources of
information; CMA required annual monitoring data and 1egional database and
model updates. Both sources are described below.
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}ul>e 1991
CMA Anrwal Monitoring Process
The CMA's annual mO'1itoring process Will provide a significant amount of data
tltat will be used in updating the CMP's nansporUtion Model. The three main
monitoring data sources are described bel<><>'.
Observed Tratnc Volum6 -Member Agencies will ",.<Ike annual reports of
actual traffic volumes at CMP System inte=ctions and freeways. This data will be
used 10 update the database in order to verify relationships and p=meter5
included in the CMP model.
Land-Un Trip A .. umptloc. -AS part of the u.nd-Use Impact AIulysis
P~ Member Agendes will provkk a summary of approved projects and
major p1a.'lrIir'.g deci<ion.s (e.g. General Plan Amendments) made during the past
year. "l1lis data couk! be used to update ~"e CMP Model.
However, a specific method fe! tnnslating the Land-use data into the CMP Model
muS! be developed The MTC and eMP tnnsportation planning models rely on
estimates of household tnvel behavior", estimate travel demand. In conlta.5t, the
CMP's Land-Use Impact Artalysis Program" is based on observed trip
characteristics of different land-uses types and is Ie.. reliant on household or
employment charaaeristics. Annual data foc the the Land-Use Impact A,urysis
Program will be submitte:l in terms of Iand-uses.
The Jand-use based method is generally used in sul>-area transporutiOl1 impaa
analyses 2nd is commonly rnainuined by local governments. 'The prindpal source
of land-use trip-generation data is the Institute of Tr>nsporution Engineers (ITE)
publicarlon "Ttlp Gener.ltion'.'O The zone-based Land-use inventory will be used
to establish • relationship between In: ttlp rales and independenl estimales of
household and employment characteristics.
Commuter 5urve,-Dala -The Commuter Nerworic undertakes annual surveys
0( employees in participatins companies. The survey could provide a continuous
database to verify trip-distn"bution and mode-choice charaae ... .stics of the CMF
model. The survey da13ba.se also could piovide a monitoring source to
incorpor~te measures representing Transporution Demand M>.nagement (TOM)
ef'fecr3 in model p.rameters.
5> Mon: detaDs re.sardlna the OD Land use ImP'll d Analysls :Program lte P~Ned in CMP
Chzple>" 6.
10 "",""Ie 01 T"",po<Wioo I!nginoer.s; Trip ~ 5Jb Ed""", April ]99].
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ll.egional Da~ and Modeli ns lJ pclales
The regional datab2se and model wiD be updated on a regubr basis. The CM?
legislation requires that the eMf' model remain consistent with t.-"'e r:-gional
datab2se and model. To achieve thIs, CMP mcx!el will be "pdated to remain
consistent with the regional daubase aOO model. FIve spectfic "pdale effons ore
d~belo ....
1990 Ceu5us Dati Relea.oes -The Census Bureau will continue to release data
from the 1990 Census over the next several Year!'. In addition to data descrIbing
20ne popuation characteristics, the fon.~coming Censw Transporution PUnning
Package (CTPP) will include a commuter trip table for Census tTlCllevels as wen as
an inter-region.al trip table. These trip tables :are imporu.:H to verify trip
distrib"tion aOO mode chOice patterns developed from 1980 Cens;>. data. The
CTPP will be released beginning in 1992
MTC TraruportatiOD Model Changes -MTC is conducting travel SU!""iS
similar to tho<~ conduCled in 1981. The data developed in these swveys will be
used to adapt and modify the (\lfrent ~rrc model system. MTC periodically issIJes
data, analysis and projections of information pertinent to the CMP model and
assumptions. The CMP model and database .... ill be modified to remain consistent
with those developed by MTC for their model system.
ABAG Data and Projections -The (\lITent AUG projections, P'90, will be
updated based on ]990 Censw and more recent state and national projections.
ABAG periodically issIJes data and analysis of i."lfomution pertinen! to the CMF
model and llSS\lmptions The CMP model and database will be modified to remain
oonsistem with those developed by ABAG.
ParltlJlg FadlltJes and Prk:!ng Inventory -MTC maintains an inventory of
peak and off-peak parking charges at the MTe 700 zone level. A current and
complete inventory of parking f.icilities and pricing is re<jIllred for the 360 lnternal
zone system for the CMP model.
CoaaIslency with Independenl Agency Esllmale. -The CMP model
database will incorporate periodic estimates of drivers licenses, popubtion,
housing. ernploymen[. &nd income from v.a.riws state agencies, including: the
Depa~m of Motor Vehicles, U •• Department of Finance, the Employment
Development Dq>artmeru and the Franchise Tax Board.
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TRANSPORTATION MOD£UNC GUIDELINES,
The c.'IA's Teclmical Advisory Committee will develop guidelines foe prepat2tion
and evaluation of local transpolUtion models during the next sLx m.oruhs. and
provide them to Ille CMA for review and app=l. Two important subjects thaI
will be included in these guidelme< arc ootlincd below.
Sub-area Moddo -Trip ~ble. ckveloped from the CMP model may be used in
&1b-= tnnspo!Ution pWming models devcl<>ped by jurisdictions in a manner
analogoos to the usc of MTC trip tables by Il,e CMP model. CMP Model peak-bour
L1p volumes by mode may also be used for sub-area and jurisdiction model •.
More detailed information osn how these trip tables can be used in sub-area
transpo!Ution models will be provided in the guidelines.
Conslsteoq-Elements -t.ocaJ tnnspo!Ution models developed by Member
Agendes arc expected to be consistettl ""ith assumptions and methods adopted
in the CM!' modeL Transporution planning models used by Member Agencies
may use simplifyi"& approaches thaI do not conflict wjlll results oOOtioed from
the CMP model, More detailed information on the parameters fo< &Dowable
simplificatiOns "ill be provided in the guidelines.
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6. LAND-USE IMPACTS ANALYSIS E~EMENT
This chapter describes Santa Clan County's eMP Land-Use Imp.aa AnaJysis
program E)emenl This chapter includes the fo!l""ing seaions,
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CMP Lond-Use ImpaC' Analysis progrun R"'I" ,-emerns
~ Use Impact Analysis Program Background
The CMP Land-Use Impact Analysis Program
&..ge One Land-Use Impact Analysis Program
~ Use Data FO/!Il3t Guidelines
land-Vse MOf'IJtorlng and Conformance Guidelines
Stage Two l=cH;se l<:1pact AnOlysis Progra.'1l.
This chapter explains t.he process th.! 'Vo'ill be used by the Congestion
Management Agency to meet the !.and-usc impacts analysis requfr~ments of the
CMP Iege;lation.
eMP LAND-USE IMPACT ANALYSIS PROGRAM REQUIREMENTS
The CMP legislation requlres the CMP 10 include,
A program to analyze the impact cl I2nc1-use decisions made by
local jurisdictions on regional ITUl.Sportation systems, including an
estimate of the CQ6ts associated with mitigating those impacts.1
The CMP legislation zIso requires the CMA !O develop • complJter model to be
used in evaluating tra:1Sportation impact.' of 1and-use decisions. This model should
be consistent with the Land-Use Impact Analysis Program adopted by the CMA
(See Chapter 5 foe a complete description cl the CMP Model).
Finally, the CMP legislation requires that ..u Member Agencies adopt and
implement 'a program to analyze the impacts of land-use dedsions, including an
estimate cl the COSts associated with mitigating these ,mpacts" _ 2
I c.lifontia GovommeJ>1 Code 5<= 65089. (1)) (().
2 c.lifomio Go.otnmenl Code Sealon 650893 W (3).
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LAND-liSE IMPACT ANALYSIS BACKGROUND
The: eMf legislation dearly intends tha.t ~I jurisdictions rer.ain their legal
authority to make Und-use decisions. However, the CMP requireme:1ts make cities
and the coumy more accountable for the impacts of their Land-use decisions on
!he CMP System than "'ley have been in the past
Under the CMP leglsl1tion, kx::al l:md-use decisions "",y no( <!egn& tnffic level
of-servioe (LOS) below LOS E (the "dcp1ed standard for Smca CWa CoutUy's CMP
Roadway System). if LOS violations are found duting the mnual monitoring
process, the kx::al jurisdiction will be responsible for taking corrective acti0n5 or
illey could be found in non-conformance with the CMP.
11-.. wide!y-rec0gni2ed problem .... ith strict i..,terpretation of !he eMP legis!:>.tioo is
that it see:rru; to Ci"iC"'OUt'"~&e new development in areas where there are luge tracts
of undeveloped l:md and the transporution system is r~iativeJy underutili.Zed, wt
is, wbere LOS violations are lust likely 10 occur. A .. "';et interptecatioo of me
CM!' legislation could represent 2 special problem for the aties in S,nca CLltll
County iliat are working 10 manage urban development.
Many cities in Santa Clara County have re!atively rna[U(e commercial a.nd
resideruW ceorers. In these alies, !he pWtning emphasis h ... !ufted to plaruting
(or bal:moed development within tIl= aIre.1dy developed centers -• (orm of
tubon revitalization.
11Ie larger aties oiSanca C!ara County are pursuing progruns of infill. renewal, and
densification, .. well .. ir.creuing Iheir bousing stock. 'Ibis is often occurring
within areas that were foanerjy deva<ed to Iow-density industry. Smaller cibes and
less developed cities may ~ve different agenda.s, but <hey ""' equally in:erested in
planning objectives thac """"te compatibie de".elopment 2nd, to Ihe extent
possible, avoid intrusioos by unw:.nted Inffic, espedally since the CMP requires
them to mitigate traffic impacts within their boundaries.
1be County and some of its dties b:<ve aggressiVely pwsued and buill a new fixed
rW line. This new nil line-.. well .. !he existing CalTflliflline-off= opportunities
for new mlxed-use development. In the long run, tmlSil-onented development
projects in Ihese tnnsit corridors an be expected to optimize the ovenll use of
tnnspo<tll!ion Investments.
1be tm.I application of the CMP legislation in Smta Oan County must recogtUe
the importance of these new types of Iwd-use :.nd transpotUtion initi:<tives
(um.n revitalization and t:2nSit-related development) and provi& a way to
support and encourage these initiatives in the future.
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Th. CMP Land-U .. Analysis Program
11>e TAC land-use sulxommttlee produced tbe lo/Jowi"l! objecti"'" to guide the
bas'.c land-use impacts program,
• SalisJ'Jl Ibe basic requirements 01 tbe CMF legislation,
prov'.ding guidelines a"d i,,:erpre/atloo of tbe law wbere
needed
• Mai,.,atn tbe lead posUion of local agencies in projecl
specific revIeWs Q1ld declsio,. malrl"l!
" Focus 0« involvement in land·use tWci.!;!01'lS to those
matJer'S that Impact lhe CMP TraPlS}>O'1atlon System
11>e proposed land-Use ",,, .. iysls Program deal$ witb Ibe land-use Impacts
ana(ysts in two stages, 11>e /u-st stage responds to tbe bask requirements 01
the CMF legis/atfon. TOe second stage, wbich responds to lbe par1icular
circumstances tbat exist in Sa"ta Clara County, adds tbe potential to plan i"
advance lor denrwbk land-use cba"l!es,3 Both s/ages are described below,
Su.ge au L,."d-Use Program -Beginning In the Base Y""r, tbe GI£4 will
monitor tbe Impacts 01 land-use decisions made by ctttes arod the Cou"ty, using
data prepaYrid by the Member AgencIeS, 11>e Stage o..e modeling arod database
analysis bas alrmdy begun, In Jeeeping UJIlb lbe /eglslaJion, Stage o..e ""l"lres
careful monUori"l! of land-use decisions 10 fmJdlct arod pretJfmI future vioUUions
of LOS s/arodards on the CMP Roadway System.
SUlge TIOo und·Use Program -Duri"l! the """",Imler 0/1991, GI£4 s/aff
and Ibe larod-use sulxommtltee will ,w..;elop the Stage TUX) larod-Use Impacts
Program, Stage Two guidelines will aclmowledge the capacity IImltartans 01 the
transportation system, Stage Two will empbasize tbe applic<U/cm of fo"lJ·ra"l!e
/and-use pIa""I"l! to tmjJro1Je the transparoation syS1em effICiency arod Improve
air qua/Uy. 11>e etne1i11lg guUkl/nes will belp folfill GI£4 objectives lor better
j<>bs/Ix>usI"l! !>ala .. ce, _t-centered development, "rod tbe continued ~I
of msllng commerctal and ,,...d,,,"ial <enJeri,
, Sta.ae One includes LeveJ I. -Evaluation or Approved Projects: and Level II, -cMA
Cumulati'lle ~uation or [and Use Dec:i.!ions,. thai were rev.iewed by the OM II its March
20, 1991, IDI::eU.ng. SraBt Two 'Will be a macllf~ Yel'1iOn or Lcvc.l1V, I planning Itntegy.
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THE STAGE ONE lAND-lJSf IMPACTS PROGRAM
In this section, L'1e Stage One program for monitoring land~use impacts is
described in detail. It Is the land-use program that will be impl <mente<! as put of
the Base Year CMP. It will remain in effect until it is modil'ied or superseded.
Merr.ber Agencies and the CMA have .. Ire ad}' begun the Base Year
implementation of SUge One.
Stage: One concentrates on monitoring the l:i.nd-'.lsc decisions of Member
A8ende~.
/n Stage One, Member Agencies are respo'lSible for Jmwlding two cal<'8orWs of
land-use Impact submittals,
1) Project-1eJJe1 subml!tals of two types, IncFudiTlg;
a. Cu",u/a'ilJf! submittals of all projects tbat were approved
m."TIg the year; aTId
b. Land-use Impact analysis n!pOrfS from spec~'ic projects.
2) PlanniPJg-leve! sulnnfltals of armual changes 10 land-use
plans. (e.g., general plan ammdtnnlts).
1be data must be submltJed In a format es .. bUsbed by the au. Local
junsdictlons w!iJ also be responsible lor traffic (mpac/ studies and for
determlni"8 lhal approved J1rCdects and /and-1JSe decisions w/U nol reduce lOS
helow lhe adopted standard. These submittals are described in more detail
below.
Local EvaJualioo of Approved PrDiects and Mitigations
Two types of data w/U be submitted lor projec'.s /bat are approved dUriTlll lhe
year.
A_Gl S .. lmti#<ll -Member Agencies will subml! data "nnuall}o desulb!ng aU
projects lhal bave been given final appro"als. Traffic data and sys'em
Improvements data will he part of the submittal. This data will reflea Ibe use
0/ stralegles such as rransll, roM, and mixed-use development that were
employed 10 red""" the n"mber of new, or slTlgIe-purpose new trips added 10
the CMP system.
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'!be CMA will use lbe county-wide computer model 10 assess Ibe cu",ulalWe
eff""/ of lb. approved projects on lbe eMF Syslem. Bacb yea" Ibe CMA will
add lbe IiJnd-use and Iravel data 10 up<i4Je ,ts county-wide dalabas.!. PoIenriiJl
CMP LOS vfolalkms will be ident/j.ed wber. CMA """lysis sbows 10at tb. CMY
sysI<!7fl will be degraded below lbe adopted LOS sta nd,;,d wben aU "" rrently
. approved projects ,,'" h,/I and folly occupied. When tbls occu"', remedial
action -addUional mUlgal10ns or deficiency plt",s -will be required prior 10
cO'1LSiderahon of an)' additional projects.
r..r-g~ ProJru;t. -Far projects Ibal generate 100 peak hour trips or more,
Member Agencies musl proW:fe separate land-use and Impact data. This data
must be subml/led within Iblrty days of local approoaI. AU CMP segment> and
Intersections affected by Ibe project must be Included I.. tbe project's
trrmsportalion impact analysis, Including affected segme..ts and Inter.«<1ions In
nelgblx>ring jurtsdictwns. Euldence of consultalion wilb these neighboring
jurisdiCtions must also be Included. '!be project win tben be added 10 tbe a,,,,uai
update of lb. IiJnd-use dalabas.! lor approved projects, and wiD be Included In
tbe repon 0tI ,umulative impacts. Appendix 3 '0'10,111$ lbe draft guidelines for
preparing "amportalion ,mpact analysiS ,epons.
CMA Analysis of und-Use Decisions and IWtiga ,;ons
As pa", of tbe Slage (Me process, Member Agencies must ,.,bmlt data 0 ..
genera/ plan amendments and otber ,Ignijkanl land-.... decisions if tbey
swpass their prior Iorrxa.ts of growth to Ibe year 2000 and lbe year 2010.
11JIs submUtai of major land-use planning changes will demonstraJe bow /and
"'" and ""nsJ>Crta/IOtI alternati< .... ba"" been evaluated as part of lbe CEQA
process. It will a/s() Include a forecast 01 tbe IranslxmallOn impacts and
miHgalion """"""'" of Ibe selected a1:.muzt1"".
'!be CMA wIJI use ibis planntng-/erJe! data In Its ,.nnuai ,..'" of /be cQUnJy-wide
modelro ana/y%e a.mulatWe yea~ 2000 and 2010 /and-...., and rrajJic I,"pacls.
This ,,,,alysls CDn Iben be used to antlctpaJe long-range issues in land-use
p/annWlg such as mUigatWns, and miNgatwn lundl'lll requirements. This aspeCI
of the Stage (Me /and-use Impacts "'a:egy provides /be Information needed to
tmllcIpaIe future land-use and trQnsportaIion sUualions that would benefit from
Inter-jurtsdlctlonaJ planning. It Iberefore fJro'Jides tbe base daIa needed 10 do
5Ja8e Two planning.
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LAND-USE DA TA CUIDEUNES
Member Agencies m ... t follcw CM4 -p.-escrlbed formats for rr!pOrti .. g approved
J>roi.eC1S and land-use daJa, traffic impacts, and projeCl mUi&aticm measures.
Approved projects data will IniNa11y be added II} tbe CMP Base Year /and-use
assumptions (ABAG~ 1990 land-use inwnt0ry4J model. Future developme.u wiD
be measured against tbe ABAG 2000 forecast of land-uses.
D~ta Requirements
7bts sectl<m describes tbe dala that will be required as part of tbe land-use
impact ana!Ysis progrom.
APJn'OfJ~d ProJ<tcls/MUIgQ'wns • Summary data on all projects approved in
tbe past yem-wiD inclUik
-Type of development projects
-Addt'eSS arul access
·TrGffic .. ~ zane(r)
-Date of approval
·An/fdptll«l .w., of occupanc)I
-TrtIjfic Impacl studies
-Planned mfIIBalkms
-MfIf8afiQn coslS
-R"""" ... sw,rces for mlltga/ion projects
L, .. ul·Us'J IHdslo, .. /MUlglI,'on. -Summary 0/ major land-use tJedsjoru
apprrr.Jed In tbe past yetJ' that ",m produce Impacts In e=ess oj prior
/0f'f!C4Sts 10 the year 2000 wiD Include.'
-Type land-uses decIsiorz.s
-Address """ IICUSS -TrajJU; ~ ZOIO<tS
-Projea rationale
-£nLVTmmerual impact study or evidence of CEQA compliance
f Member a.,cndc:5 have had an opportunity 10 review and m.i.se ABAG$ 1990 dI: La and !.he
year 2000 -=U. 1990 ""'"'" clau, wltich >rill be .,.;]able in early 1m, >rill """,do •
fteW ~ lor 1aa1 ;.ui.sdidions .and ABAG lO :itnptovI: the aCOJt"lC)' 0( base dzu.
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-Alle."all ... aC110ns c~
-TrOIfftc Impacl sll<dles
-Deficien...7 plans tmd aclion plans wben needed
-.olanroed mili8-
-Projecled ",lti8aliol'l costs
-Planned m,..enue sources/a" miligatjon measu~
7be coll«tWe data base of /and-use 11l/ormati01'l provided fly Member A&enCies
eacb year wI11 become part of Ihal year's CMP, and will provide lhe basis for
evaiuali1lg subsequenl reports. 10e CMA will maintai. and up4aJe the da/a base
on a regular basis.
7be couf1l)l-Wide Iramportalian model will be used 10 mo" i/or the impacts of
land-use dectsirms 0fJ tbe CMP Transpor:atiotl System, This model uses six
classes of employmenJ dala 10 represenl land-uses. lJosl city planning
depart",.".,. ckmlfy land-uses fly type of acliuily and express Ibe i"'tensiI)I of
acltvily In terms of buildl1lg '"'''' or "umber of d,,'eiling .",Its per QCrf!, 10ese
trw typeS of data can be wed lnlen:ba1lgeabry if Ibe geograpblc zones wed fly
local jurisdlcllons are the IiDme as lbose used in Ibe /and-use data base and tbe
transpcrtalion ,.odel. tbe eM,( /and-use database ",;Ii form Inpu' data for lbe
eMf'modei.
7be eM,( wi/J adopl a c"",,,,on sel of /and-use classl/icatlons lhal wI11 enable
lhe member jurlsdlclions 10 """,bange in/ormation in al'l eff>denl ma",,'" and
make it possible 10 c=le tmd maintai" a c"'""lJI-wide /and-use data base (see
Chapter 5),
THE ",ON/TOiliNG/CONFORMANCE I'ROCESS
7be CMA wI11 .... Plually monitor each Member Ag""'Y~ Program :0 analyze land·
use 'mpacts, tbe Califor..'" Governmtml Code requires Jm!Pa",,/icn of a /and·
use Impact sub,.:!!,,1 tbat is conslsl",,' wilb Ibe f0rm41 and the schedule
e5UJbllshed fly the 0\«, (Se<:tion 65089, 3 (a) ). If a Member Agency does "0'
maRe such a submittal, II may be found In non<on/ormaPlce, A Member Agern:y
may also he found 10 he In non-crmforman,. if /and-use decisions lhat """"
submltled I" a J>ric' )lear bave been sboum 10 contribute to a uio/ati<m of LOS
$tQndards and the 0\« bas requesled additional mlNgalions tbat bave nO/
been provided.
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If au analysis prod!«:~ Q findl..g of potential non-con/ormance based upon
projecl-re/aJ8d tripS on tbe CMP System, lbe Member A&emy or A&enclss musl
be adrJ/Sed tbat non-conformance -rbe aclU<J1 violation of LOS standMds on a
ponion of /be CMP system -Is imminent 1'1 rbis instafICe, additional Jm?jeCts '"
land-use decisions rbat would impact lbe same SE1?"""'ts o. (nJerseclWns on tbe
;ystem may '104 be approved.
THE STAGE TWO LANO-USE PROGRAM
The initial CMP emphasizes the Stage One ~d-Use Program Stage T,,'o is being
developed 10 respond 10 the expressed concerns of several CMA Baud
mertlbers t."tat:
1) The striC( interpretation of eM? statute~ truly force ~.
growth to OIlclying areas.
2) There are benefits in prioritizing land-use plans 10 take
adv2ntage of special urban situations, sudl as !tigher-dc1'5i!y
transil comdor developmen~ infill housing; and mixed-use
development, which are not !>.ken into consideration in the
present law.
3) The CMA should be in a leadership position to respond to
pending legislation that, if enacted, will require a more
cornp'ehensive and con. borative sub-regional and reglon.aJ
plaruting methodology than the CMF legislation.
Stage Two Objectives
The Stage Two Program seeks 10 provide Member Agencies with prior
authoriZation of long-range development oI>jectives, so that they can confidently
work out long-range land planning 'U2.!egies thaI include mitigatiOtl pWls,
deficiency plans, financing mechanisms, .. 'Xl inter-agency agreements 10 f.adlit>.le
Implementation.
Sa".. aa;a Coonry DRAFT CMP
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The Slag. Two Program would seek toe
• Fa.dlitate ittter·iurisdictional cooperation in making l.and~u.se
decisions.
• Support local land·use priQ(ities that inLensify the use of
existing urbanized cenlet5 and add 10 investments in land-use
and transportation systems that reduce vehicle miles
tra.velled.
Stage Two of the ~nd-Use Program is no! pan of the Base Ye'" eMF. 11 ",ill be
<leYeloped funh.", over the ""J<I seve,.l months5 , and could be .pproved and
included in a sut=quent CMP.
s n.e plaAninJ .framewC'tM; for 5a.ge Two is bein, developed. It should be ready for
poeoenwion '" <be CMA in N<N<mbe<, 1991.
Sanla Cart C;ouruy DRAFT CMP
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7. CAPITAL IMPROVEMENT PROGRAM ELEMENT
11tis chapter descnbes Sanu Oara County's CMP C.pital Improvement Program
Element. This chapter L"lcludes the followlng foor s....-ctioos:
• CMP C.pital Improvement Program Require.cents
• c."iP capital Improvement ProgJ'"lm Pla.Ming Process
• Santa Oara County C.pital Improvemeru Program
• Sa"ta Oara County Project Study Report Development u,..,
The Capital lmpro'to'ement Program (eIP) describes .and prioritizes major
tnnspottation projects proposed by the cities and County of Sanu Clara for
inclusion in the Regional Transportation Improvement Program (ri.TIP) .and the
State Transportation Improvement Program (STIP).
Prepa.ring a CJP is an int~rmediate step in [he process of obtaining state and
feder:ol.1 funding for transportation projeru .. Therefore, it is an exuernely
imponaru part 0( the tr.i nsporution planni fig process.
CMP CAPITM IMPROVfMENT PLAN REQUIRfMENTS
The eMF legislation requires that the eMP contain a Capital Improvement
Program. Specifically the legislation sutes ~""t CMPs include
A seven-feu capital improvemeru program to maintain or improve
the trUfic Je'\'e! of service and transit performance standards
developed pursuanr [0 paragraphs (I) and (2), and to mitigate
regional tr.insponation impacts identified pursuant [0 pa: .. graph (()
whjch conforms to tra.nsporution-related vehicle emissIons air
quality mitigati on measures.'
This means that all projects included in the CIP must :
(I) Maintain or improve traffic Jevel"f-service standards
J C&:li£omia Govemmeru Code Sea.ion 65089.(b) (5).
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Capital Improverneru Pf2I!!r.l. Element ]uN 1991
(2) MainUin 0< improve tnn.<it standards
(3) MitigaTe the impacts of land-use decisions on L'>e RegiotUl
Transport.2tion System
(1) Conform with air qualiry mitigation measures included in the
Bay Area Ciean lUI Pi=
'!be requirements t1uc projects must suppon the Bay Area Clean Air Plan (V.P)
annoc. be overemphasiz.ecL c.\.!As must now determine Uu t projeCtS ·conform
to transpomtion-related vehide emissions au qu..uty mitigations" cootained in the
CAP prior to their inclusion in the CIP.' Mote()'{er, MTC will give priority to CIP
proj= that support or bell' Lrnplemenl transportation control measures (fCMs)
induded in the CAP. Therefore, it is in the CMA.s best interest to dorument the
effect that proposed project!> will mve on TCM implementation.
In addition, C1Ps are also requited to conform to Regional Trar.5portation Plans
(RTP.). The feder21 Clean lUI Act Amendments of 1990 requite tlw RTP. oonform
to the State Implemenution Plan (SIP) for attainment of federal air qu;.lity
standards. '!berefore, Cl Ps must also conform to the SIP.
eMP CAPITAl IMPROVEMENT PROGRAM PLANNING PROCESS
'!be CMP legislatlon gives responsibility for developing Gapital Improvement
Programs to congestion =ge=J agendes.
In Santa Clara Coun:y, the existing process consists of having the Santa CiU2
County Traruportalion Agency (SCCTA) develop the CIP for approval by the
County Transportation Commission and the Board of Supervisors. FoDowing
adoption by the Commission and the Board of Supervisors, the CIP will be
forwarded to the CMA for final approval and inclusion in the CMP.
Prior 10 the 1994 C1P eycIe, the CMA Board, the Transportation CommissiOn, and
the Board of Supervisors will determine a process for preparing future C1Ps tI>~t
meets the requirements of the CMP legislation, fulfllis the needs of all affected
patties, and provides the most efficient use of government resources.
2 See CMP Trip ]teductioo and Travel Demand Managemeru Element (Chapter 5) fOi morc
WOflJlat.ioo 00 me California Oeu! Ajr Aa .and its .lfeo on the CMP. Also, I« May 30.
1991 CMA ItafT paper describing the: re!ationship between the: CMP and air quaUty
~ono at the Iedotal and ... ., Icvds.
..... cl .... County DRAPI' CMP
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June 199! capital ImproVC!menl Program Ei.eroelll
T-2000!y-2010 Planning Process
The T·2ooo Plan (or.-;l the T·2010 Upda~. currendy being developed) estabbsh
San!> 0.,.. Coonrys long-range trmsporu~on master plan. The T-2010 Plan will
be incorporated in!O the Regional Transportation Plan (RTP) that is prepared tl)'
the PrrrC for th~ nine-counry Bay Area, All projects in the elF must be consistent
with !he T-20IO Plan.
The OP IS based on the IO-year priorities set in the highWlY ."d Innsi! elements
of the T-2010 Plan. Exhibi. E provides a summary of the highway projects
rerommen<Ied foe the T-20IO Plan. Transit projec!s included in 'he ClP consist of
L"'aIlSir corridor development planning for new rail transi[ servic~.J The T -2000
Plan eS!3bbshed the following priorities for transit corridor development·
• Tasman Coiridoc
• fremont -s..n jose Conidoc
• US 101 -lncluding Calttain upgrade and extension to Gilroy
• Va.sona Corridor.
Other corridors are now heir.g considered for indusion in the T-2010 Plan will
also be p2r! of !he ClP.
Development of the Capital Improvement Program
Based on the T-2000/J"-2010 plan, sbOft-term (7-t~10 year) projects will be
included in the OP. These projects should help achieve or sustain CMP Traffic
I""e!-of-service stan<1ard$, CMP '''tnsi, standards, or support other goals of the
CMP_
The short-term prOjeCts lncluded in the CIP are either already funded (e.g. from
previous STlPs) or are candidates for funding llnder one of the following
programs,
• Field ble Congestion Relief (FCn) -The FCR Program was
included in Proposition 111 and provides funds for transit
and roadway projects. It is adrr.inistered through the 5111'
process.
-' See CMP Transit SU-!'\dan:h Element (eM? Cbapter 3) for more inJotmation G-f'I transit
corridor development.
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T",.,sport>.tion Systems Monogement (TSM) -The TSM
prognm wa.s .tso included in PfOp05ition Ill. It provides
fun<ls for TSM projects< ."d is ad.'TIiniste,ed by c.lTrans.
Federal Combined Road Program (eRr) -The CRP h2s
replaced the previous fede .... : Aid Urb.r. (FAt)) funding
program. This Progrom may change sjgnifican~y 2.S .. result of
the pending relut!lOriution of the Surface TransportatiOn
ASsistance Act (ST "A).
Federal and State Tnnsit funds (See Exhibit F) -These
programs support devel0pment of the tranSit component of
the elF and are documented in !he Transit District's Short
Range T .... mit PI:u>_
Major projects that win be funded loally >Ie also included in the CIF. These
projects could be funded throogh normal \oci.l govem",ent programs or could
be mitigation measures for major development projects.
Finally, the elP shoold also include additional unfunded projeas no! curtently
prioritized for funding, but identified a.s needed in the T-2000tr-2010 Plan •.
Development of County STIP I'rl000itiH f", feR fL!nds
The STIP is prepared on a two-year cycle. Priorities now bein8 developed are for
the 1992 STIP, which covers the years 1992-93 through 1998-99. The
recommended new projects would compete for funding in the two new years
being added to the STIP (j.e. 1997-98 and 1998-99). There is SOm<: question
whether there will be any significant new funds for the 1992 STIP due to the
following faaOfS: incTease<I coots of current STIP projects, implementation of the
legislatively-mandated seismic retrofit proSl""ffi, and lower-than projected ga.s tu
revenues.
In prior years, the Cooney was responsible fo< submitting STIP priorities to the mc for inclusion in the RTlP. With the pa,sage of Propo'lition III, this
responsibility has shifted to the CMA . STIP priorities will now be suDmined to
the MTC through the CIP Element of the CMP .
.c See O!P Trip Reduc:tion and Travel Demand Manasc.l'DCnl Elemcru (CMP Olapter () for
mo~ WotmJ1iOll em !'Sit(.
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Jur'lte 1991 Capiul improvement Jl'ro8l"li1m EJt:menl
SANTA ClAAA COlJNTY CAPITAL IMPROVEMENT PROGRAM
This section describes projects recommended for state funding in S.an~ Clara
County's eMP ~pitaJ Improvemen[ Progr .. m (eJP). There are two available
sources of funding for projects: Flexible Congestion Relief (FCR) funds and
Transportation Systems Man.aement (TSM) funds. Sant> Clara County's
recommendations for each program is descnbed below.
Flexible Congestion Relief Progra.m -Exhbit G presents Santa Clara County's
proposed CIP projects for STIP funding under the Flexible Congestion Relief
(feR) l'rogrun. The projects are priOOtized intO fOW' groups (A, B, C, and D) :lC\d
divided into highway .nd l'UUOit categories. Individual projects within the groups
are not prioritized; these projec<"..s will be pnoritJzed 'VIr'hen information on
funding levels becomes available.
Transportation Systems Management Prognm -A list containing Santa CLara
County's proposed projects for funding under th-e TSM program is under
development .
PROJECT STlJDY REPORT DEVElOPMENT LIST
The prepantion of Project Study Report Developmeru Priority Lists (PSRs) is a
requirement of AS 2038.5 Santa Clara Couruy PSRs consist of a prioritized list of
highway projects for which Project Study ReportS are required. Project Study
Reports, wt,ich are prepared by Calerans, must be completed before a highway
project can be considered by the California Transpo<Ution Commission for
Inclusion in the STIP. Exlubit H presents Sant.> Oar> County's PSR Development
Priority list.
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8. CMP ANNUAL MONITORING AND
CONFORMANCE ELEMENT
This chapter discusses the annual mOnitorin8 and conformance elelW!nt of Sanu
Clara County eMF. This element provides the framework for 'Uniform
implementation of the CMP. In addition it will assist L., modifyif'g the program to
make it .nore effective in the future.
The CMP legislation requires that all elements of the CMP be monilOred on an
annual basis. This chapter describes: the monitoring ~nd conformance
~ments of the legislation, how each individU21 element of the program may
be monitored, and the general processes the eMA could u~e to determine
conformance with the CMP,
MONITORING AND CONFORMANCE REQUIREMENTS
The legislation requires that all elements of the CMP be monitored on an annual
~ by the designated Cotlgestion Management Agency, The 'pealic language
regarding monitoring sutes"
The agency shaJ] moni'or the implementation of all elements of the
congestion management program. Ann" ally> the agency shall determine if
the county and dties are cor.forrning to the congestion management
progrun, lnduding, oot 00( limited to, all of the following',
0) Consis[ency with levels of service and perfofmanc~
standards, <Keep< as p,avlded in subdivisions (b)2 and (e)3,
(2) Adoption and imp 'ementatiOn of a trip reduction ...a travel
demand ordinance,
California Governmeru Code Section 65089.3 (a).
:z Subdivision (b) exempu CMP Roadway System .segments Of inten.ea.iON .,...h.ich have •
CMA-apprOYed Defitienq Plan FOi more information OIl Deficiency Pl..aru • .IOe ct.aprer 9.
3 Subdirision {Q eetnpt5 cettain types of traffic and siruatioru from the Tramc LOS Italldard
(e.,. inter-rqional ~c., c:oosuud.ion and tnaitl~n.ancc projects, Cf'ee'N1y nmp metering.
uaIftc: ligna.! coordination, and traffic generated by low income bowin&') Fot more
informWoo 00 how ~ exemptions .might be approached, pG.sc .sec CMP Oupter 2 ....
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CMl" Annual MOnitorinJc and Confo~ Elemenl ]unt ]991
0) Adoption and impJernent>tion of a progr-..m to an>Jyze the
impacts of land use decisions, including the COSI.S a$SOCiated
with mitigating these imp.ct<.
The· San" Car. County CMA wiU adopt a moruto,ing program for aU elemenlS of
the CMP. This propo6ed program is described, by CMP element, in the following
sections. "
The morutoring program will be used by the CMA to determine lonl
conformance with the CMP. If a \ocal jurisdiction is not in conformance, then the
CMA would make a finding of nonconformance. The CMf legislation describes
the process [Of' determining; t'~nconformance as foIlows 4;
(a.) If, puI5Uant to the annual morutoring provided for in Section
6S089.3, the agency determines, folJ""'ing a noticed publIC hearing,
th.ot a dty or county is 00l ccnfonning with the requirementS of the
congestion manage",,,n! program, the agency shall notify the dty or
county in writing of the specific 21'" of nonconformance. If, within
90 days of re<:eipl of the written notice of nonconformance, the dty
Ot county lu.s not come into conforrrunce with the congestion
management ptOgtam, the governing body of the agency shall make
a f!t>ding of nonconformance and slull S\Jbmit the finding to the
commission and to the Con:roller.
(b) Upon receiving noIice from the agency of nO!1confonnance,
the Conuoller shaIJ withhold apponionmenlS of f.mds required 10
be apportlonC<1 to that nonconforming dty or couruy by Section
2105 of the Streets and Hig/l""ays Code, until the ControUer is
notified by the agency Wt the dty or tounlY is in conforrr.ance.
A.. stated above, on<:c a finding of nonconformance is made by the CMA, the local
jurisdiction loses its funds from the additional gas tax until such time as the
jurisdiction retums to confOrmity. Ttl" processes that could be used for
determining confDmWlCe with each elemer.t of the eMf are described in the
foUewing sections.
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June 1~1 CMP AtU'l.U2! Marulon "' and ConJorma n.ee E1e~ n l
TRAiFle lEYEl-OF·S£RVJCE MONITORING
This .section describes "*,'0 topics pert.aining to traffic level-of·service (LOS)
monitoring: first, a summary of the traffic LOS standards; znd second, a
description of the process that could be used to monitor traffic LOS
conformance:,
Traffic lovel..,r·Service Standar(h
A detailed description of Santa Qan Count)· CMP Tr>ffic LOS standards and the
unifocm methodologies to be used in estimating LOS is provided In Cll2pter 2 of
this document The preliIninarill' adopted LOS star.dards are·
1.
2.
3
4.
The basic level-of-service standard is LOS E.
The LOS mndard for locations .... it!! • Inseline (1~1) LOS F
would be se! at LOS F.
A level-of-se1vice goal would be set at LOS D.
If requested prior to final adoption of the CMF, the South
County Area wouJd be 2lI0\\'ed to set a higher LOS standard
and goal.
Exhibit A prO\'ldes a listing of aU CMP system traffic facilities (intersections and
segments) and their In.eli"e level-of-seMce.
Traffic lOS Standards Monitoring Process
This section describes the process that has been preliminarily adopted by the
O!A to monlroc conformance ~,th Lf]e t'"2ffi.c LOS standards.
Monltorinll Responsibility. 111e CMA would requlre that Member Agencies
monitor CMP system ttaffK: LOS and th2t L"el' provide this data to the CMA. The
CMA would ass:gn responsibility for monitOfi..ng traffic fadlities co the MeIl"..be:r
Agency that controls the facility. For ex~mp!e. tities a.re responsible [or
monitoring intersections "",'here they control the tr"affic slgnal, a.nd Caltr4lns is
responsible for monitoring freeway levd-of-service.5
S Whilc. rhe CMA ha.s given Callr.lns lhe teSpon$lbiUty IOf moruloring LOS on the (,eeway
.system. Caltran.s may noc have the resources nec:essary lO petfonn the monitoring (this will
depend on 1hc: meOlod the CMA dloase& to evaluate ~y LOS in future yea1$ -see CMP
Seaion 2.4 I'ot a di.soJ55ion of rreeway LOS estim.2l.ion). Thererore, tht CMA. may be
required 10 pe:rf'orm some of the moniloring or may need to UlSign ill 10 another ageocy in
the fu1Ure.
5,tnu dua COUnty DRAFT CMP
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Traffic LOS TechnlqW!S -The CMA has pdimirurily approved the use of the
1985 Hlgh,,'ay Cap.dry Manual methods fOf use in m=uring LOS. The specific
lechniques that could be used 10 evaluate LOS are described in Chapter 2 of the
CMP and in the CMA technical documentation 6
Scbedule -Member Agen<ies will be respcms;1>1e lor providing Ibe O!A ",'Ib
traffoe LOS ",ani/Dring data on a" a"nual basi;. TraffiC LOS dal4 will be
provided to tbe O!A no later tban O<:tolMr 31 of eacb yea.. MO'li/oring dal4
will be colIecred duriog tbe ",OnIhs 0/ Seprember a"" OcJober, 1/ possible,
EO",,"I -Member Age..cies ",111 provide a brief traffk lOS monitoring report
that describes "",,,Its of tbe LOS er;aIuaHcn. This repo..: wilir"dude a summary
ollra1!k LOS on all CMP SYSlem lacililies (in .. /O"""t consiflenl wilb CMP
Appendix J) as well as lext deScribing any Violations 0/ CMP tralftc lOS
SUlndards and exemptions to lbe lra!foe LOS s/Qndards tbal ""'y apply. 7
TRANSIT STA.NDA.RDS MONITORING
This section describes the process that coul d be used by the C~1A to monitor
conformance with the eMP Tr .. nsit Standards. The CMF Transit Standards .re
clescribed in Chaplet 3 of the CMP.
Mo,ti/or/lOg Respo .. lblWy -The CMA bas prelimi",arll)! a>signed
nsponsibility lor monlloring Transil Standards 10 tbe Santa Clar .. County
lhmsportnlion Awborizy (SCCTA) for tbe Base-Year CMP,
Scb.d .. ~ -The SCCTA will be .-.spans/ble lor providing tbe O!A witb Tra",it
Sl4ndards monitOrlng dala on an a .. "' .... 1 basis, Transit Standards da/Q ""U be
provided 10 lbe CMA no later than O<:tober 31 of each year,
Eo ....... ' -roe SCCTA will provide a brief Traras/J Standards rmm /loring repof1
tbal describes resulIs of tbe Transit Standards evalUQficn. This report sbotdd
Include a ........... ry of TranJll Statufa1-d can/o"",mce as well as te:<t describing ""y violal/ons of eMF Transit Standards,
6 CMA Leve1-of-Se1vice technical documentation con.sUIa of me Wi1~. Smith As.sodal.eS
report emJded Scilrrla CIar-Q CounJy ~e.s&m M4~ ProsrQ m, Le;el-of.!J.eruIa
M~tbodoIogyk PlulSe fl, Rwtse~ Repor1; March 27, 1991; additiOl\aJ technia!
docY.mI:nulioa wilI be pJ"C"...adcd on an as--needed b4si:s 'by the CMA.
1 Sec CMJI' Chapter 2.04 lor • dcW1ed description of traffic LOS ItaJld.trd acepLiOnl, and how
Iheoe ""ceptions miglll be ~ by !he O!A-
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June 199] CMP ArtnuaI MOn.iloring and COnfOtl"n.lllt:e Element
TRIP REDUCTION AND TRAVEl DEMAND MANACEMENT CONFORMAN<:E
The CMP legislation! includes the following two requirements for conformance
with the Trip Reduction &nd Tn vel Demand Malugemeru element 0( the CMP:
(I) The CMP must include a ·Trip Reduaion &nd Tt'2vel Demand
Element that promores aIlerru.tive trznsP'Of't'tiO:l methods"'
(2) All cities and the county must adopt and implement a trip
reduc-Jon and travel demand =gement Of~.
Cha"",r • oi the eMF is designed 10 tne<1 the firS! requirement. In order to meet
<he second requirement, Member Agencies will be responsible ior providing the
CMA with information on adoption .and impleme!'.l.ation of local trip reduction
2nd ~vel de:JT1Uld management ordinances. This information wilt L'\dude an
assessment oi the mM program's effeaiveness.
Tbe 0fA slDff wiD recommend Ibat tbe 0fA Board adopt a U.,iform IDM
ordlnarJCe for ali Member Agencies 1<> be enaCled prior 10 March 31, 1992. This
scbedule would provide tbe CI£<I witb lime 10 review tbe tramport4tilm control
"""""'_ Included in the final Clean Air Plan (final adopttcn is scbeduliJd for
September 1991) /0 ensure Ibat the CommuJer Networll IDM OrdifUlPiCl! Je1WS
as the J1f'<¥>e' ,/oundatio.. for complying wiJb lbe trip reduction requ;reme.,ts of
rbe C/ea" ~Ir P/an.9 This schedule wiD also glue Member AgenCies ttme to enact
the ""'Inance.
1be monitoring Informalion should be provfded in Q brief report submUIed 10 rbe
CMA by October 31 if eacb year. The CI£<I Tecb'lfcal Advisory CommIttee rrip
1'I!duClf<m su/x;ommitlee Will be providi"8 Member Agencies with ",,'iset1 IDM
requl"""""" a; they Qre developed.
• California Gow:rnmeru Cede Section 6s.089 (DXc). California GoYemmeru Code Sect.i01l
65089.3(a)a)
9 See CNP Chapter 4 for mo~ infonmtion on the Oean Air Plan ;lnd its rdatioru.h.ip to the
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00 Annual Mon.lloring and Confomu.nce Elernenl )one )991
lAND-USE IMPACT ANALYSIS PROGRAM MONITORING
nu. section addresses two topiCS penalnlng to monitoring conformance wich the
CM? Land-use Impat"t Ar.alysis Programc first, a summary of the Sanu Clara
Coon!)' CMP Land-use Impact Program, and second, a description the proce"
chat may be used to determine conformance with the Land-use Impact Anllysis
ProgralTL
Santa Clara Counl)' land-Use Impact Analysis "r .. ,.-am
A detailed description of Santa Clara Coon!), CMP Land-use Impact Analysis
progrun is provided in eMpter 6 of this doa; mont A summary of the Program is
pr",·ided bel",,".
The CMA Will annually mon;t.". each Member Agency land-use impact analysis
prograITL The CMP legis12tion rcquir .. preparation of a land-use impact rubmitl2.1
that is consistent with <he fOC!Jl2t .. ,ld the s.:hedule established by the CMA.10
Two categories oj land-us. Impac. submittals may be requlnu! by tbe ~
submittals for projects I1nd submittals for major land-1iS€ tkc:/sions. WUbln lbe
Jm1ecl cazegory. ,!>ere are IWO types oj dal.. tbat will be required· '''' a"n",,1
c" .... !alive summary of approved prejects, and {ndMdU!2: !a'l/' project
submittals.
For tbe a .... r.aJ c"mula'i.., ""mmary, eacb Member Agency wUl jmlpare a
submUtaI of projects approved during tbe year. This submittal sball Include
In/ormallo" on type a"d size of projecls as well as information on
tr"n.!pO'fIIUiCn mill8aJicn """"""" and transporuuion j~. 71>e CMA
is curren/ly ikvf1fopfng the specifo; dala requirements for tbis submittal.
FCK CndCt'idU41 la'l!' projects /bat "'eer an establlsbed thresbold, MembeY
~enciei would be requfnu! /Q su/mtll the final transportallon Impact analysis
"'POTt used In the projecl approval process 10 rbe CMA 30 days "fie' final
project approval. 71Je CMA Is In ,be process of developing g"ldellnes for
jwoparalion of these transpor1ation impact analysis .-.ports In order 'a ""'ltre
tbal they are prepared using a ""I/o,..,. .... rbod (as required by rbe CMP
IeglslalionJ. The or.","", draft of tbese guidelines is presented In AppendiX 3
Sa nt.I Clara County DRAFT eMF
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}w!e 1991 CMP Annu~ Morulorins .. nd Conior.n.an~ EJe~f'J:
A summary of major land-use decisions, Jncludi"8 General Pia .. Ame..d""",:s and
otber non PToject·spec1[ic DCiior.s, will also [)e submitted Dflfluaify. nis
",/>mlllol sban i .. elude Information from the Ell? tbat des<ribes tbe pref,,,,,,,d
a1:emat/ve projKI, ,Is siZF a.ad loaI'ion, a.ad its po'en'iai fmpaC' on tbe eMF
System.
lan~ __ Impact Analysis Program Monitoring Process
This section describes the process that rruay be used by the CMA to monitor
confomunce with the Land-use Impact AIuJysis Program
Mo.',,,r'''g R~.po"s{bmt)' -Meml>er A8encies would be respom/bli! for
monuoring their oum crm/ormo1'Jce with the CMP la1!d-use Impact Analysis
Program and providing moni:oring dauz to the CMA:.
l.41U1·u.~ Impact A.alrsls ProcetJur.. -The specifIC procedures that must
be u54UI to evatuate trarz.spor~tion impacts oj loca! land-use decisions are
descJibed In Chap'eT (; of ,be CMP and in AppendIX 3. ,~ddilional proudures
are being developed.
Scb~t1ul" -Meml>er A8er.cieS uxx.id p",<>ide tbe CM.~ wi,h land-,.." impac;
analysis monitonng data n" later ,ban October 31 of eac& year.
Form," -Annually, Meml>er Agencies will provide a I7rlef land-use Impact
anarysls mon/loring report tbat describes results of tbe land-use Impaci
,marysls. 71115 report sball Include Q summary of tbe Impacts of land-use
deciSions on lbe CMP System and tbe cost of ",1If&aling ,iXJSe impacts. Member
A8er.cies sbal1 also ~ 'be au wit& land-use approval d4Ja for ,be year.
Finany, Meml>er A8encies will provide lb. CI£1 witb copies 0/ transportaJion
impact analysis reports as projeCls or-e appror.1ed tbrougbout tbe yea,..
Append/:< 6 pre,...:s draft lIe1'S/ons of Ibe format jor iWta submmions and
technical guidelines for /Tansporlalion impaCI anal).is reports.
CM'IT"L IMPROVEMENT PIlOCRAM CONfORMA.NCE
The CMA is responsible for preparing a Capital Improvemen, Program (eIP) as
described in the CMP legislation. Prepa"'tion of the CIP should follow the
procedure outlined in Chapter 7 of the eMP. The CMA will certify that
prepanltion oi the CIP conforms to the eMP legislation and is consistent with the
Regional Transporution Plan.
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TRANSPOllTATION MODEl AND DATABASE CONfOKMANCf
The CMP legislation requires that • unifonn data base on traffic impl<cts be
developed [0( use in the county-Wide transportation model. It &Iso requires Wt
this database be consistent with the regional agency transportation model The
CMA must also approve tnNportation models used by Member Agencies to
model quantitative impacts 0( development 011 the CMP system 1 I
lleglona) Model ConsIstency -The regior ... 1 agency, [he MetropoUtan
Transpo!".3tion Commission (MTC), is responsible [or certifying that the CMA
county-Wide computerized transportation model is consistent with the MTC
regional modeL This certification process will be completed by the MTC as pan
of its analysis of the couruy CMP_ It should be nOled Wt Santa Claro County
tr2nsportation model has been developed in close COOPCl'2uon with the MTC, and
has been designed to be consistent with the mc mode\.
APprOf1iJl 01 LO<:Gl rr" ... porl4tfo .. Model$ --TI>e C\« uo/ii approve Io<al
jurisdiclkm comJ>Ult'r models :m an as-needed baSi'. 71>e<e models will be used
10 evaluaU! lb. Impacl$ of ... nou.s General Plan alJemalfves and 10 eval""""
lbe jmpacrs of development projecrs.
For ,;ertifl<:alkm of exiSting models, Member Agencies sbould prollide a brief
repon 10 /be CMA Ibat contains a descriplion of tbe mode, Q descriplion of tbe
model's ctJ1/malicn process, and other perti""", data. (Guidelines on lbe format
of Ibis repon and ~ data wiD be prepared by !be CMA ) 7l>e CMA wilI
review and approve the IoctJ1 model for crmstsJency wIIb lbe CMA counly-wlik
tnznsponatllm model.
For Jm!Paralton of new IoctJ1 models, tbe Member Agencies sbould work witb
lbe CMA /{) ensure l/;.QJ 1M' models "'" c<m5is1enZ wIIb tb. CMA cou"ty-1J.>ide
model.
DEfiCIENCY PlAN MONITORING
Deficiency Plans are a critical pan of the CMF. Delidency P",os are developed
when any of the CMP LOS standards ore vio12ted or may be Violated. Defjdency
Plans ore approved or disapproved by the CMA after a public hearing. If a CMP
standard is violated without a CMA-approved Dendency Plan the Member
Agency will be in noo-ronformance with the CMF.
11 Ca.tifomia. GOYC:tnmf!IU. Code Seaton 69089 (c)
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}uf>e 1991 CMP Annual Mon.ilorine and Coruonn..&nce Elcmeru
The CMA w!ll devetop conforrr..ance gIJideIL'1.e:> for Def.idency Pi4..lS
CMA PROClSS FOR fiNDINGS Of NON-CONFORMANCI
This section describes a possible process for determining conformance or non
confomunce 'Vwith the CMP. Th~ actu.al standards th2t Member Agencies must
comply with are presented in the appropriate chapters 0{ the CM?
Flsea/·J"e .. r CMP Scbed,,~ -11>e CW process sbould opera", on a flScal
year basis. This means tbal final tUterrnlnatlon of conformance or nem
confomtance must be ma<k by./t'ne 31 of aacb ye<lT (since tbis is /be deadiine
lor submUtI1l8 OF's 10 lbe MTC for consideral{cn In lbe R71P).
~a/ ,,,rlsdlalon Dlaa -Member Age<ncies would Jm>I.'ide daJa and r<portl
10 lbe CMA for purposes 01 tUlI!nni"i"g co"/o""a .. c. with lbe CMP. All dalD
should be provided by OcIOber 31 of eacb year.
CMA Dat .. A .... lysls " During tbe monlbs of November, December, and
January, lbe CMA staff urin a .... ryze Member Agency OfP monitoring dalD to
assess their conformance With requirements of tbe OfF.
1"ItUsI CMA F/M/regs -In March of each year, Ibe OM ""II make inilial
findl1l8s of conformaPlce or 1fOn<emfonnaPlce uritb tbe CMP. Aller a public
bearing," u'f"/tten nott<;e of non-wnfoMfl41JU IUlII he .ens Jo Member t'.ger.cles
/bat a,., "or meetinlJ .be requinmumts 0/ tbe CMP. The nOlice sball clearly
specify the grounds for tbe non<onfonna .. ce jlndi"6.
Local Jurlsd.lctlon Response· According to the CM? legislation, Inc!!
jurisdictions hz>'e 90 days from the re<ei;>l 0{ wlitt." noIict of norxooiormance
10 achi,,"1e conformance "'ith the CMP. U The CMA wlll ""is! Member Agencies [0
the maxlmum extent feasible in their effort to achieve confcxmance with the
CMP.
SubmissIon 10 Controller· If the local jYrisdiction Ius nO{ achieved
confonnance with the CMl' within 90 days 0{ written noIict, the CMA shall notify
the Siate Controller that the local jYrisdiction is in non-conformanct with the
CM? The Controner sh..u then withhold apportionments of funds requlred to be
apportioned to the non--conformiilg jurisdiction until tbe Controller is notified
that the jurisdiction has achieved compliance with the CMP.
12 Califomla G<Nernment Code Sealen 690894 (0)
13 caIifontia Govetnmen.c Code Section 650B9." (a)
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9. DEFICIENCY PLAN ElEMENT
This chapter descr~s Santa Clara County's eM? DcfKiency Plan Element 1t
includes the fon"",'ing sections,
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CMP DefidetlC}' Plan Requ irements;
Defidency Plan Applicatioo and De\'elopmen~
CMA Defideocy Plan Ev.Iuation; and
Defidency Plan Guidelines.
Deficiency Plans wiU provide an opportunity to address some of the
inconsistences in the eMP legislation. They an also be used to encourage
impJementation of innovative techniques [or solving probiems on the eM?
TransportatiOn System.
CMP DEFICIENCY Pl.\N REQUIREMENTS
The CMP legislation provides gu'delines for <he use ar.d conten, of Defidency
Plans, and the Defideocy Plan approval process. Each of these topics is described
belew.
Delk:leocy Plan Preparation -The CMP legislation statese
A city or counry may desIgnate individual defidenl segments or
intersections which do no! meet <he established level of se"'ice
stanG&rds if, prior to the designaL'on, at a no<iced public hearing, the
city or coun:y has adapted a defidency plan ... '
As the legislation specifies, Member .... gencies are responsible [Of preparing
Defidency Plans for defident roadway segments Of inlersections within their
boundaries. A public hearing must be held prior to a Member Agencys adoption
cia Deficiency Pian.
I Callfom;. G~ Code Seal"" 6lO89.3 (b) (l).
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)u~ 1991
DeficIency Plan Contents -The CMf legislation requires that
, .. a ddiciency plan ,hall in.:lude .n of the follo"ing
C") An analysis of the causes of the defidency.
(B) A Ii.t of improvemem, necessary Co< the deflderu segment
or intersection to maintain the minimum level of service
required ."d the estimated COSts of the improvements
(e) A list of improvements, programs, or actions, and estimates
of corn, that will,
(1) measunbly improve the level of servke of the ~'Slem, as
defined in subdivision (0) of Sectior. 6S089,2 and
(n) oontribute to Significant improvements in air quality, such
as improved publk transit sen'Lee and fadlitics. improved
nonmotorized tnnsponation flcilities. high occupancy
vehicle fao1ities, and transportation control measures.
Th~ air quality management district or the air pollution
oontrol district shall establish and periodically ',,',oe a list of
approo.'ed improvement.s~ programs, and actiorlS that meet
the scope of this paragr.ph. If an Improvement, program, Of"
action is on the approved list and has <lO{ yet been fully
Implemented, it shall be deemed to contribute to ,ipant
improvements in air quailty. If on Improvement, program, Of"
;ct1on i5 nO( on the approved list, it shall not be
implemented unless approved by the 1"",1 air quality
management district Of" air pollution control district
(D) An action plan, consistent with Clup:er 5 (commendng with
Section 66000) of Division I of Title 7, tho t shall be
impJ emented. consisting of improvements identified L1
pariilgraph (B). or improvements, programs, or actions
identified in paragrapb (C), that are found by the agency to
be in the interest of the p"blic's health, safety and welfare.
The action pla.n shan indude a spedflc implementation
schedule.'
2 i.e. des;ignated CMP S)'SLem..
, California GOYI:mmen! C«Ie Soalon 650893 (b) (l) (A,), (B), (0. and (0)
Santa clZi COUnty DAAFJ" CMP
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,June 1991 Odkil!nsy Plan Eicmenl:
The legislati<'l1 is relatively specific as 10 ,,'hat must be included in Deflciency
Plans. The main poinl is ~"at DefICiency PLans must include impl"r,.r.~tion of
actions that will botl! improve the oper:oUon of tite overall eMP System and
contribute to 5ignlficUll improvements in :lit quality. As noted in che legislation,
one role the BAAQMD will puy in Deficiency Plan developmeru is providing a hst
of "improvements, programs and action.<" th.t will be deemed to contribute to
slgnificant improvements in air quality. BAAQMD suff !!ave indicated c'lat this list
will be based on the 'I\:Ms cOOlai.'1ed in the regional Oean Air Plan.
De1ldency Plan Approval Procc$. -As discussed above, Member Agencies
must prepare Defiden..-y Plans and aclop< them at • notioed public hearing. The
Deficiency Plan is then submitted to the CMA. According to the CMP legislation;
• A dty 0< county shall fOfWUd ilS adopted deficiency plan 1:)
the agency. The agency shall hold a noticed public hearing
within 60 days of receiving the deficiency 1'10..,. Fo!Iowing the
hearing, the agency .l!aII either accept Of reject the deficiency
plan in ilS entirety, but the agency may nO! modify the
deficiency pla"-If the agency rejects the plan, it shall notify
the dty a county of the reasons fa L'lat rejection'
The legislation's procedure for accepting or rejecting Member Agency Defidency
Plans is stra,;g!!tforward It is also dear that the CM" cannO( modify a Member
Agencys Deficiency Plan However, if the CMA rejects a Deficiency Plan, it must
specify why it was rejected The CMA will develop guidehnes for preparing
Deficiency Plans in order 10 ensure a uniform and consistent tv1Iuation process is
applied.
DEFICIENCY PlAN APPLICATION AND DEVElOPMENT
1be CMP process requires thai IraJJ1c 1eve/-oj-service standards 0 .. lbe CMP
Roadway System be mel. H()U)IJWr, in some sUualf011S, meeting tbese standards
may be fmposstble or .. ndeslrab1e. For tbese sftuaNons, Deftcrency Plans allow
Member A8encfes 10 adopt 'n"ovaUve and comprehensive so/"Uon< lor
amelrorruing LOS dejldtmcles ralber Iban 10 requ.'''' them 10 adhere 10 Slrict
standards tbaJ may ca..tradicl otber cammunf/y Jjoafs.
( Calif'oniia Government Code Seaion 650!9,(b) (1)
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June 195Jl
Consider .be fir$! .""",ion metl'Joned abo,,,,. I. may be impossible '0 i,"pro"" a
eMF Syslem facility to r.JeeI tbe traffic LOS standard. For exampl8, lherr! "'18bt
not be enOU/Sb ri8bl-ol-way available /Q add lb. "um/:>e.-allanes /0 til roadway
tbat would be necessary lor u to ope1"aJe al lOS E.
I" "other sitUations, U may be undesirable 10 require til Mem/:>e.-Agency /0
mainlatn !be lOS Slandard on all CMP segmIMts and I"/ersef;/ions wit bin US
jurisdiclion. Concentrating development In dOUMJOWfI a ... as and In anw weil
served by trtilnslt u til gool 01 .be CMP" Increased <ongesllo" will "",essrlly
result from Ibis densifla:l/ion. In lhese inslances, requiring tbe jurisdicl101l 10
mae! lbe lOS Slandard by constro<:hng 1a'8'" roadway faclJ/IIes migbt COfljll<t
witb lbe larger derJeIopmetlt goals of Ibe commu"li)!. WUb .. DejlclenCJI Plan,
aIlernate goals, sucb as enbanced trGnsit service, could be p" rsued.
Deficiency Plans lor specifIC seg """,ts or Intersections sboold {nelude a menu of
"improvements, programs and (lcllo"," lhal can be used to improve overall
CMP Sysrem Dperallons and si8nj/lcaruly Improve al>-qualli)!. TI>e DefICieTiCJI
PIa. must also Include an acHon plan an Implementation scbedule for tbe menu
-tJems Ii.rUld, These menu -improvemenlS, programs and acJtons'" cou.ld be
implemenled In two ...... ys, IbTOU/Sb C<ZpIta/ Improvement programs and IbOU/So
mitigation measures jar def.:elopmenr projects. Each of lb-ese S'ttutJtior:s i.e
described below.
C4piUU I"'p~ Pr0v"'" -Some uems C01I/ained In DeJlclency Plans
. may be Impkmenled as pari of tbe CMP', Capital Impror;emer.t Program or
Mem/:>e.-Agencies' rmpror;emer.t Jm>groms. E:iulmples would i"clude, roadway
projects, new transfJ facrlltles, and trnnstl corridor development projects.
Project MUlgllllOfi MilIUM,..,. -Some Uems ,ontained in De/kier:CJI Plans
will be i~ as mUfgahon mearurt!< for ;pecI/k projects. Development
projects Ibal affect eM? System facrli&!:s wbere .. De/kier:cy Plan bas been
adcpud would be required 10 implement some of tb. DefICienCJI Plan men ...
uems as a conduton of prnj/JCI approval by lbe Member Agency. E:iulmples of
lbese mUfgah01l ......... "" Include: member'sblp in a trnnsporrmllm management
ASSOCiation, part{{;lpalfon in sbutlle servtces, and implemenla"o" of trip
reductKm programs. n. degree of partlclpallon In "'''I8''lion projects wlU ""ry
depending upon Ibe Impact of tbe proJecI on Ibe eM? System.
Santa cGJi County bRAh" (jl.,p
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CM4 DEFICIENCY PLAN EVAlU","TION
Tbe CM.i guidelines lor preparing De/;clenry Plans will Inc/lUie complete
In/ormaN",,, on Ihe criteria Ihe CM.i will use 10 approve or rejeci Member
A,genry Delicienry Pians. Basic siandards Ihal sh",,/d he contained I" the
evalualion criJeria. These standards could include that DeJicienry PlattS.'
• Meel aU CMP legislation ""JU11'f!11IenlS
• Be prepared using Ihe CM.i Guidelines.
• Be conslst.,,1 wilh all appropriate rpgional pians (e.g. Bay
Area Clean At,. Plt4n, ltfTC Regional Transportation Plan,
and the Regional Tramportali012 ImprotJeme"r.t Program);
• Be monttored annuaIJy measu.re tbeir implementa'ton
schedule and effectiveness ; and
• Be prepared "lub inpw from neighboring jurisdictIOns u,hen
appropriate.
7be C\{A. will evaluate Dejicilmcy PJ.a.ns that Member ~encie:s: submiJ on tbe
baro of an adopted Deficiency Plan Cn-/eria. In accordance wiJh lbe kgislalion,
lhe CMA will reu'.ew DefICiency Plans al a noticed public bearing If a Delic;e..cy
Plan is rejecled. the 0« .dO provide a wrilten report Ihal docurnenlS reaions
lor rejecting lhe Deficiency Plan.
DERCIENCY PLAN C;UiDEUNES
Tbe CMA', Technical Advisory Committee u,jll develop guidelines lor
preparation and evalu.aiirm 01 Deficiency Pla71S during the ,..err six momhs and
provide lbem 10 lbe CM.i lor rwiew and approval.
Santa Clan County DRAFT CMP
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E!HISIT • A '
Exhibit A: CMP System Definition
This exlubit p;ovides a deLailed description of Santa Clan Countts CMP System.
Included are four tables which list the CMf' System intersections which will be
monitored by member agencies on an annu21 basis to determine conformance
with the CMP Traffic Le\'el-of-Service StAndard, A sirru1ar format will be
developed for CMf' System freev.'.y segments (fre<way segmeru tables will be
!nduded in the final CMP).
CMP Intersect10ns -Tne ta b!es are organized to grou p intersections by the
member agency that is responsible for monitoring the L.,terseclion5. The
following tables are included in this exhibie
Table I-I
Table 1-2
Table 1-3
Table 1-4
City of San jQse inter>ections;
Santa Clara County intersections;
State intersectionsj and
Other Santa Clara County dry inter.ectiOn5,
The C.MP System intersection baseline data will be included in the tables as it
become. available,
<Xl' SyateID Freeway Seaa>ents -The eMF System Freeway Segment data ""ill
be !nduded in the final eMF,
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~ton)
ClIP IN'TViSf:CTION IIOfrCIT0000NQ UST
s.m. a...ra Courrtr ~ ~,....,..
CMPSr"'-~ c...._ ---....... ........
LOG LO$
..... ..,. .
ilium ~ A..-...... (RW ':lOt .,.". ........ San .....
Alum Fkd. A--.~ ~ 13C! J.cfI~A~ s.nJoM _ .....
&ana Cioan StJMt ..., .....
s..n,--"'""'---8mlA\I'tIt'IIM ~82) E s.r, c.no. 5l ~ ~ --" _ .......
$ItIt.I T.,... BNd --9~HilIFbld ~~ $v. .)0.1.
~HU:~ 'SMI1A ... ~ Son_
5totI.,:;: ~ ~"'-.... -"'_ ..... 1 ... U: .. ~ --___
Old OU::Land ~ s." ..... ---\JI'IioII AY'InW Son ..... --....... ~A ........... ..., ....
CMlcMnA-...n!,III _Lono Son .....
CampOelA~
_A_ .... -
£. s.... c.rioI-" ~!2l .......... -...,-
E San c.1o. ShIll ~ 82)
_ .......
Son .-_A,...,. _.-.. s.n.-
~101 ~HlActIE"W)
Son _
Hithwr1"C1
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San_ _"'" ~~(N£Sl .... -_000
AAJm~ A...."",. ... ,-... _oec
BroI_ "'-d tE .. Wl --H'IQ"-Y teo ~~tN .. S) San_
I-fl;tMoay 31!110 s..--. ~ BoL.l....,d ---"" Thto~\'N"Si Son .....
Hihc1MA~ ~AWI'I~ Son_
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CIa? IN1'VtIEcnoN lIONlTOfUHa IJ$T
..... cwa~ ~ ... ........,n:'P'IM """--e>.-..... ..-........ ........
LOt< LOS
f j'1,; ', .• ,.'. '. .' ....... -'" . ., .. ,
......... -~A~ ---. ... -........ ." ''''' .... _ ..... ---." ............. ...,----.., c.n-A_ --'. -""'_ ........ ."
8IouomH~I~ So" .....
~ H"lgftWay ~ S2l s.m., Roed s.,,_
__ .... ""02) .,""'" ...... SL" ..10M -_ ....... ." ~~r~) SonJooo
~t-r~{F\o<a~ -"""' .." .....
__ ....... 02)"""" _ ..... "'" .-
~ ~ (fb.M S2) MIll' ~
_ .....
Son_
~."wnw t..uw:fiyA,.....,~ .... -----Son_
~.~ 'T1ljl1of 9tf .... s.._ ----Son-
$. 8Mc:on'I A~ FrutaMA~ --a~AWNMI """-A-s.,,-
a.~A~ --Son_
I.~A".,...,. ~A_ --So I!IMrcom .......... """".-...,-
S.8MoomA ...... .........,.,.... --&. FlNIIlrHt ~ 12) W~1ow SlJINt .... -
c.. Fnla.et ,..,.. tl\ ..,..---s.nc. CI&nI StrW t"b* 82) Wc;;ltgo,.,.", .... --s..r.. T ...... IIoI.IIwud Sne/!A ... _ --..,..T ...... ~ .,......" .... --a.....,. ...... 8cdward "----
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CWP IiHfERSECTION MOHnOfUNQ LIST
SMCI cw. ~ ~ ......... IP'It PhIl
CMl' __ c:.-_ .--........
lOO LOO
,t",>":>,, >,', .' ." .... JQI& '.' ,.'
s.u.,. ..... ~ --...,-
...... TMIM 8ouNwnI' .,.,....,,-Son_
n.~(RouW~ -... ---n-.. ~ (RDuIIo '"= _ ..... ""'-
The AWMda ~ 82) Nag'-A~ "'" -"ritnbI. ~ rIoT. 9tHI --T __
z.,., • .,. ~ "'" .....
'frimbie ~ o.laer.a~cf ""'-f...,. .... .......... ..,-
"'l~'RoM Ovimb)l ANd ... -f...,._ ..... -SM_ f...,. ..... ~"-Son_
WlItM SmIth ~; ..hJM 1i1i'
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CII' IImRSecnoH IIIOHrTORlN\l UST
IMlI ca.. COunty ~ _,. ... I~M ,...,
atF'.....-~1 c... ... _ ...,..... --...."",
LOS LOS
..... . ... ....... . . . <:CUlm '" twn"Ci.AM .. 'c.,.. _ ....
s.....T(J~~
_ ....... ~V1 .. W.
s.tIT~~ C~~A....,I.II """-'
'0CIC'\i~~ Grard RcI./Sl ~ A ......... ~ '-"-
FQQNI~ --Coo ....
FOOIhi1l~ foIait1 StrwtISurt. ~ !.oo""'"
F"0CICt1P1 EJcpI ........ ~ ..,_ .... !.oo_
'.-n....-. ~A .... JSpti~~ lAo_ -.. -TracMlOonillo~~ 'Mi1~'S&rI JOM
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Conq •• tlon Manag ••• nt
EXH1BIr· 8 •
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Proq.r.. Law
Tbe CMP is to be developed in CPPS'IJt.,t ioC vith AQMDS/APCDS,
amo!'lg others. [Government Code Section ~5089 (a) 1
The programs must contair~ a "trip redllctio" ,cd travel derndpd
element that promotes alternative transport~t!on metbods,
such as carpools, van~ls, transit, bicycles, and park-and
ride lots; improvements in the balance between jobs and
housing; and other strataqies, including flexible work hours
and parking management proqr~.· rSection 650S9(b) (3)]
3. The programs are to "analyze the impacts of land u~e
deCisions made by local jurisdictions on regional
transportation systems ..• ., (Section 65089 (b) (2) ]
4. Standards are to be established fOr public transit frequency,
routing, ~nd coordin~tion of service amonq transit operators.
(Section 650891b) (2)]
5. A seven year capital improvement program (CIP) is to include
maintenance and improvement of transit standards,. and
mitigation of the ~tfects of land use decisions on
transportation. This CIP is to CQnform to ~~ransportation
related vehicle emissions air quality mitigation measures.·
[Section 65089 (b) (5) ]
6. Cities and counties are now rem1'red to adopt and implement a
trip reduction and travel demand ordinance. (Section
65089.3(a) (2)]
7. When a city or cou~ty de3iqnates ~egment5 or intersections
-deficient" the city or county 1I1ust adopt a deficienc.y plan
which incl~des -a list of improvements, programs, or actions,
a~d estimates of costs, that vill (i1 measurably improve the
level of service of the system,. ••. and (ii) contribute to
significant improvements in air quality, such as improved
public transit service and facilities l improved nonmctorized
transportation facilities, hiqh occupancy vehicle facilities,
and transportation control measures." AOMDs iAPCDs are to
maintain a list of the improvements, programs, and actions
which meet the ~5ignificant improvement" requirement.
[Section 65089.3 (b) (1) (3)]
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EXHIBIT 'C'
reM Plan -January 1991
Phase 1 • Reasonably Available TCMs
• Based On exisling aulhoritj and funding
Em>loye' Ba,o;e<j Trip FlodUC1ion Indirect Source Review Mobility
(pal1iany funded)
(TeMs 1,2) (TCM '6)
(TCM. 4, 7, 8, 9, 11)
• Employer Assislanoe Programs • Na .. devolopm&nt
• Trip R.eduction RlJ~ • Existing d'e~e Iopmfl nt • Ra~ extensions
• Ferry SONlce
• KJyraMS
• Bicyole Accoss
• :=reewall TOS
Implemenlalion Support
• Pubtic educafIC" (TCM H} • General Plan -Air o..ar.ty Element (rCM 19) • Monitoring
• Develop legislafIVe pacl<age ,.,r • Hig~ Density zone •• t Ir.nsit stations (TCM 'S)
Phase 2 revenue measures fTCM 21 i
Phase 2 • Additional Mobility, Traffic Operations and Incentives Package
• Requires new legislative authority/funding
Mobirity I mprovsmerHs TraffIC Operation Management Usar Incenli"'es
(TCM. 3·,0) (TCMs 11, 12) (TCMs 13, U, 1 S)
• Areawide transit s.eNa • Freeway ir.cident management • Transit fare reduc\iol"o
lmp-oV9r.lents .. ArterizJ traffIC mana"emer,1 • Vanpool liablflty insurance
• Expand new rail starts • Carpool 5ubsidiesf,"csnlives
• tmprove access 10 raij systems
• 1 mprove ferry servlce · Inter-eity ran
• HOY I_Q lanes
, 8lcycle ImPf""ement.
• Student tr"~;;;;:;;~tion
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EXHIBIT 'C'
l mpiementBl ion Support
• E.pI11d p!A)Iic ilducaliOtl (TCM 17) • Flevenue "'ea,u,e, (TCM 2.)
-.:"'"
• Demonstration p<Og'ams (TCM 20)
(registralion fess, gas tax.
h' t:er . e to
Phase 3 -Market Based TCMs
• Requires authorizi"ll legislation, except parlling management
• Smog lee
• Gas !ale Wease
, CongeSlion pricing
• Ton roads
Pr~no Stra:egies.
• Par1<lno "'anagemell'
·Work pa~ing ch.arges
-Noo-wor1< parKing charge.
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·~J~~l·.· __ · ____ "'.:t .... ""._ .. A __ ' ... :-----... "
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COMMUTER NETWORK
TRIP ltEDUCllON ORDINANCE
EXHIBIT· D •
ORD~~CENO. ________________ ___
A."'i ORDINANCE OF 11iE ary COUNOL OF 11iE aryl OF
=--:-::===~ ESTABUSHL'IG REQUIREMENTS FOlt
TIIA-'1SPOltTATION DEMAND MANAGEMENT PROGRAM
NOW, TIlEJ<£FOJ<£, TIlE cm' COUNCIL OF TIlE cm OF
_________ DOES ORDAIN AS FOLLOWS,
SEcno): I. AME!-.'DMTh"T Of CODE. Title ------,,--;-;----,:7.
ol lbe Munid pal Code is hereby amended by adding
Chapter thereto, to read as follows:
Chapter _________ __
TRA-"SPORTATION DEMAND MANAGEMEl'.'T
(Scdjoo Np) Purpose. The purpose ol this cl-.. pter is 10 promote lbe
developmenl ol t12nsponation demand management progwllS at employer
work sites with one hundred or more employees during the momlng peak
tnJlk period in order to reduce traffic impacts and improve lit quality
within the dey. In oroo to accomplish thaI purpose, this chapter esublishes
cenaln repotting requiremerus 10 enable the dry 10 f'Y2luate the
effectiveness cf existing TOM Programs and 10 dwt progress dtywide
towml achieving the average vehicle ridership goals esublished in Section
_..,..--;-~. It is also the purpD6C of this duple< 10 require ceru.in employers
10 <!esignate specified individu.Js to ensure the proper coordination of such
reporting and implementation ol TOM' Programs.
<scam No) Dclln1t1ons, For the purpose ol this dupler, the
following words and phrases are defined and slull be cOC'.s'.",ed as set forth
in Ibis seaion.
0) Average vehicle ridership (A VR) means the lOUl
number of employees assigned 10 a work site between 6,00
'.m. and 9000 •. m. Monday tluoug." Friday divided by tlte
number of vehicles they drive from home to work. Credit may
be given for employee work trips eliminated during a
1 "City is wed (or ease of ~ The ~ "County" woWd be sub5titued .u
appropriale .in the ordina~ adopted by the Counly of Sanu Clara.
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biweekly period due to oIle use of compr~ work weeks or
telecommuting.
(2) 'Carpool' means a motor vehicle occupied by ","'0
or more employees tra .... eling together.
(3) HComrnutc" rne;.ns a home~to-work Of work-to
home trip.
(Q lCo."'llmUte altematives~ means any form of
commute tra.nspor-~tion except by stngle--occupancy' veh.lcle.
(5) 'CommUle coordinator" means an employee or
contractor of an employer. whose responsibility is the day-to
day management of any TOM Program.
(6) 'Compressed work week' means a work schedule
for an employee wlUch eliminales at least one roundtrip
commute biweekly. for example. forty hou", of work in four
l~hou( days or a work plan that allows one cby off e-.rery
OL~er ""eek, known as oIle nine-eighty plan.
(7) 'Designee(.)" meanS any p~le entity or
g",-cmme.."ltal agency designated by the dry 10 administer aU
0< any of the prO'Visions of this chap!ef exoepr thooe re~ted 10
the bringing of enforcement actions under thls chapter.
(8) 'Employee' means one who is assigned 10 the
designated woo site in the "m. peak period. An employee is
one who w0<k5 in the service of an employer for eioller wages
or salary, as a contract employee under oIle ditoctioo of the
.... ork site employer or through a temporary service ag=
during a periOd of more th:ln ninety continuous days.
(9) 'Employer" means an)' public or private employer,
induding the city and the County of Sarna =, which has a
work si'" In the ciry, For purposes of thls ordin2nce, the
m2Ximum number of employees on the day shift at the
designated work site shall delennine the size of the employer.
(10) 'Flexible Wo<k HOUr>' means a variation of.,..
employee's work hours Eo pfO\ide an incentive for the
employer to use commute alternatives.
(t 1) 'Peak period' means the hours from 600 a.m 10
9000 a,m. Mor.d:iy through Friday. ""dudlng federal holidays.
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Peak period trips shall mean emplo>'ees' commute tnps to a
work site where the employees' work d2y begins.
(12) 'Person' means ~ L'ldividuol, trust, fum, ;ofnt
stock company, corporation, partnershiP. association or other
busfness en:;ty, city, county, district, the 'tate, any d.epar.ment
or a.gency thereof, Q(' the United States, to the extent
authori2ed by 1>. ....
03} 'Sfngle-ocrupancy vehide" means a motor vehide
occupied by one employee fOl' col!ltnute purposes
(14) "T eiecotnn'lCti ng" means ,a system of either
working at home or at iln off-stte wock station wirh computer
fadHties chat link to the work site.
(5) 'Transporution Demand Maru.gemC1lt" ('TOW)
means the provision of informatio~ assls~'1Ce. incentives or
other measures designed to increase Average Vehicle
Ridership (A Vil) and which is intended to reduce the number
of mororized vehicles driven to the work site.
(16) 'Trmsponation [k,mam! Management Prognm'
C"TDM Program') means a plan implemented by an employer
designed to carry out TDM_ TDM Programs ""'y mclucle any oc
all of the foUowing IDM services and incentives,
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(b)
(c)
(d)
(0)
(f)
(g)
(h)
(i)
(j)
(k)
<J)
(m)
(ri)
(0)
(P)
Rldeshare matching
Preferential parlting foc rides~ring vehicles
Carpootlvanpool subsidies or rewards
Transit ticket sales
Ttansi! ticket suboidies
Shuttle to It'an5it lLne
f'lelcble worlc b""", for people who do not drive alone
Compressed wock weeks
WOI'k-at-bome prognms
Telecommuting
Es~bllshing fees for employee parking
Membership in a Tl'a1l5portatioo. Management Association
that provides TDM services and 1neentives
Contribution to • Transporta:;011 Srstems Management
program administered by • Member Agency
Cycling and ,.-aJking subsidies oc ,....'ands
Sile design amenities that would encourage ttansil use,
ridesharing, cycling and wall<ing
Other programs 'l'prCNed by the dty's designee to reduce
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the number of employees who drive alone to the work
place
(17) "'Transportoltion Management Association"
("TMA") =ns :lIl org>.nlz>tion through whicb developers,
empioyers and/or local governments cooperate in designing,
lrnplementir:g, and ~·;.Juating :ill TOM Prognm..
(18) "T11Insportation Systems MaNgemenl" means low
Cost improvements to the w...nsportation system (roads and
transit) v..'hich ina-ease the operatiC>ll2J effidency and/()(
Q padt)' of the sy'tem
( 19) "V.npool" me.". a van occupied b)' seven to
fifteen employees who commute together to v..'Ofk
(20) "Vehicle' means • vehicle as defined in the
California Ve~jde Code, but for the calculation of AYR do<s
nO( include public or private t!ilnSlt buses or noruno;:ocized
bicydes.
(21) 'Work site" means :lIly pt.ce of employmen~ base
of operation or predominant location of the empIOYeJ". All
buildings or fadllties operated or occupied by the employer
within the dty and within • radiu5 of 1. S miles of a single
oentrally located building or fadllt)' opoen<ed or occupied by
the same employeJ" shall be deemed • single work site. For the
purposes of thJs chapter, the.c:tuaJ boundary area of a work
site will be Identified in submittals made pUl"SWr'l 10 thJs
chapter and approved bj--the dty or its designee.
(Segjon Ng) Average vclUde rkktshlp aoaJs, The foDowL>1g
A VI! goals are established in order 10 .d-Jeve and measure progress toward
a net increase in the use of COfn .. '1'lUre alternatives and a reduction in vehJeJe
trips to the wOOc Site during the 6.00 '.m. 10 ~OO '.m. commute'
(I) By July I, 1993, ~'e AYR goal sJWJ be 1.18.
(2) By July I, 1995, the A VR goal sJWJ be 1.26
(3) By July I, 1997, the AVR goal sW be 1,33
(Section No) AdmInistration. The provisions of this ordiru.nce
shall be adm!nlstered by the dty, or by any designee authorized by the dty
roundl to adminlster the prOYisions of thJs chapter on behalf of the ci ty. No
designee shall be .uthorized to bring any legal action on behalf of the at)'
for enforcement of any pro'ision of this chapter.
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(:>croon NO) Applicab1lity. The provisions of this chapter shall
apply 10 all work sites within the dt)' with one hundted or more employees
du.-i.'l8 the !lours of 6,00 a,m. 10 9,00 ',1lL
(Sec!ion No) implementation .,." .... "Ie It is the inlen! of this
dupter to es.ublish .. n irnplementation date fei every employer subject to
the provisions of Ihis chapter. For purposes of es~;,J.ishing an
L-nplementation date, the employers .lull be divided inlO the foUowing four
categories, ba..'\Cd upon the empioyers' 'Work sites wit.w, the dry:
(J) Oitegory] consists of all wo<k sites oper:ated or
occopied by the dty UK! all other work sites having
],000 or moee employees,
(;!) Oitegory 2 consim of all work Sites ha vinS SOO 10
999 employees,
(3) Oitegory 3 consim of all work sites having 250 to
499 employees;
(() c.tegory. consists of all work sjtes ha vinS ] 00 10
249 employees.
All actions required by this chapter 10 be taken by an employer ... ith
respect 10 any work site within a spedfied period of time after the
implementation date, shall be taken wiL'lin that period of time measured
from the implementation date established in this section fne that category of
work sites within which the particular work Site falls. The implementation
date lor Category 1 work sites shall be . h is the inlen! ci this
chaptet that the implementAtion dates for Categories 2. 3, and • shall be set
at apprOltimately six·month consecutive intenoals following L""
implemcnta.tion date far Category I; however, the exact implementation date
for each category shall be established by resolution of the City Council and
shall be published in a newspaper of general circulation -..ithin the dty
pursuant to Section 6061 of the california Government Code.
<Seqjgn Nq) Des1gaation of manager and comDlllte
coordInator. (a) Within forty-five days aftet t.ie scheduled implementation
date, ~ employer within any ci the C2IegOCies in 5e<:tion shall
appoin. a designated manager for each work Site. An employer haYing more
than one "'ark site within the dty may appoint one manager for all work
s~tes Of individwLI rn.anagers for one oc more of the work sites, The rn.anager
shaD have the obligation 10
md shall <:any out the fotla..ing duties, responsibilities :and functions'
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(J) Manage the operation of any roM Program
implemented at the work site;
(2) Compile, review, approve and submit the baseline
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and umual TOM repons for the work site(') 10 the
dty or its designee;
(3) File v-ith the dty or Its designee such other matai.a!
or infonnation .s is r~uired bj' this chapte'.
({) Serve ... matUgement li>lson with the dry or its
designee concerning TDM.
W Within forry-five days .feer the implement2tion
date, the employer .1uII 'ppo",t a commute coordinator for
e&ch work slte(s) within the city. The commute coordinator
shall hove the day to day :esponsibibty for .dministertng any
TOM Programs implemented by the employer. If the
commute coordinator ru.s not ~.ad .a tOOl! cI nr.reJve months'
experience ... TOM program coordinator the coordiN.tor
shill complete, v.'ithL" sixty days of appointmen~ a oommute
coordinator training course. The course nul' be conducted by
any recognized TOM consultant or association or public entiry
or employer in-house ['''aining program .. ith • IDM training
program which is .pproved by the city or its designee. A
designated manager may aJ.sc direaly administer the
empJoyer'. TOM Programs without a sepu.lte commute
coordinator being required. However, any such ma!'.2ger shall
meet the qualifIcations set forth in this subseaion.
(b) Within thirty days after making the appointments
required by this section, the employer shall notify the dty or
its designee in Writing of the appointments. Such notification
may be mailed first class, postage prepaid, 10 the officer and
address designated by the dty or its designee. The employer
shall assume responsibility for dete.-rnlrJng that such
notification has been received by the dry or its designee. The
notice .1uII include the follow'.ng information regarding e&ch
appointee:
0) Name
a> TIde
0) Business hours
(4) Business telephone number
(5) Business mailing .ildress
The employer shan provide similM Wrinen notice to the city or
its designee within thirty days of any chana. in any such
appointment.
6
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-
(c) In the event any employer or work site be<:omes
subject to this dupter after its effective cbte, the empk>yer
shall compTy with the terms of this section withh, the dmes
specified me1'lured from the cb,e on wltich the employer or
work s..ice became subject to this chapter.
(5<:ajQO No) BascIJne TDM report. Within 185 days of the
imprementation date for my work site, every employer WithL"'l any of the
categories set forth in Section slWllile with the city or its
dc-sisnee a baseline roM report for e>.ch work site "'ithin the city, The
baseline report slWl be in such format as rna)' be established b)." the city or
irs designee, AIl employer having m.Jtiple work sites within the city rna)"
with the consent of the city or its designee, establish a schedule for submittal
of baseline roM reports for irs ''a!ious work sites wltich ''arY from that set
forth in this section; provided, "'>at the ba.-.line roM reports for an work
sites within the city shall be submitted not I.ter than the scheduled filing
date for any ~ .. 0!'1c site pursuaru to this section. The information to be
prOVided in the baseline roM reports for each work ,ite slWl include the
foDowlnR
L
(I) Number of employees by work hours and work
site of the day 'hift;
(2) A residence zip code breakdown of employee bas<:
by work site;
(3) The a "erage vehicle ridership (A VR) as determined
by one or more of the followin8 means
W An employee survey developed by the city'" its
designee, The distnootioo of such survey ,hall be
accompanied by information oJfordJ og each employee
the option, at the request of the employee, to receive a
carpool or vanpool match list and/oc tnnsit
information.
(b) An employee survey developed by the employer and
approved by the city or its designee, The distnootion of
the survey shall !nclude infOimation oJfording e>.ch
employee the option, at the request of the employee, to
receive a carpool or vanpool match list and/or transit
informatiorL
(0 A statistieany valid random sample su"'ey utilit.ir.g •
methodology approved t>r the ciry or its designee,
7
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i
--~ -~-~----~----~--~
-
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.. ,? ;-" --:~-~ ".. .
-
(d) Parking lo< counts utilizing a metllodology approved by
the city or ilS designee.
(e) Gate counts using a methodology approved by tr.e ciCt
Of' its designee
«() A description of aU TDM services and incentives
offered to employees.
(5) A listing of aU parking charges imposed on
employees.
(6) A description of the factors that might influence
use ci commute alt.ematives.
(7) SUch other infOfIIlation as tr.2Y be required by the
dt)' Of its designee.
Re~dless of the reporting schedule used for parking lot counts, the
measuremem of the AVR for the 6,00 am. 109,00 a.m. peak period shall be
performed between 9,00 a.m. and 10,45 un. on Tuesday. Wednesday. and
Thursd>y of the same week. Regvdless of the repo<'Jng schedule used for
gzte counts. the measurement of the A VR shaII be performed from 6,00 a.m.
10900 •. m on Tuesday. Wednesday. and Thurs<ny of the ~week.
Measurements shall not be taken in a week blli.">g within those times of the
year established by the dty or its designee which would be expected to
result in a dlstoltion of the results 00....,0 0<'. holiday. annual ndeshaIe
promotion or other 5imi1a.r occurrences.
Any work site or employer which becomes subject 10 this chapter after its
elfe<1ive date shall file a baseline report for any work sites subjea to this
chaplet within 185 da) .. of becoming subjea 10 this chapter or ""ving an
~dGitioruol work site ~e SI,bjea to this chapter.
<st:ction Np) AnmW roM reporl5. Every employer required
to file • basdine roM report sb.all submit an annual TDM report 10 the city
or its designee every twelve months (12) thereafter. The information
submitled shall be curren! to within 9 mo<'.!!'.s of the annual report due date.
The annual reports shaI\ contain the same type of information as is required
in the baseline report.
(Wino NO)
(a) CrlmInal PenaltIes. Any per3OI1 who vi<:>Iares any
provision of this chapter ,hall be guUty of an infraction and
8
'"". ~.
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L
upon comiction thereof sh.a.U be punJshed as set (orth iI'
SeaXlo _o(!his cod<.
(b) ClvU Penalties. Any person who violates any
prcwision 0( this duptet sh.a.U be liable (or a civil penalty not
to exceed five hundred dollars per day (or each violation,
which sh>.U be assessed and re<:overed tn a civil action brought
in L~e name of the people by the City Attorney. In my civil
action brought to sceJr such civil penalty, and/or to obtain
i.'1junctive relief (oc violation of any provision of this dupler in
which action the City prevails, the coun shail determine and
impOse reasonable expenses, including attorneys' fees,
inamed by the City in the investigation and prose<:ution of the
action.
(c) Remedles Not ExclusIve. Remedies under this
chapter ~e in Iddition to and do not supersede or ~mlt any
and all other remedies, civil or aimina.!.
SECIlO:-; 2. ENVIRONMENTAl FL''DINGS. (NOTE, Each ageney
shooJd include appropriate environmental findings in ICcordance with
CEQA and the agenC}'s polides and procedures.)
SECIlO:-; 3. EFFECllVE DATE. This ordulmce sh.a.ll be In fun fcxce
and effect thiny (3(1) days from and after the date of its adoption
SECTION ~. POSTL"IG AND PUBUCA TION. (NOTE, Each agency
shoold provide for porJng and/or publication of the ordinance in
accordance with its procedures,)
The foregoing ordinance W2S introdu<;ed It a regular meeting of the
City CoundI of the Oty of on the __ day 01_ 1m, br
the foUowing cilled VOle,
AYES.
NOES,
ABSENT.
ATIt:S'f.
APPROVED:
City Clerk
L
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Additional Trinsil Funding Programs
The stale and federal governmenls provide aclditional programs lor funding
transit capital improvements and actual operation 01 trans~ systems. Some of
these programs are descnbad below.
Stale transit funding programs -These programs are an lunded through
the STIP process. They include:
State Transh Assistance (STA) administered by MTC;
Transportation Development Account (TDA); TDA funds
are generany used for trans~ operating expenses and are
distnbuted according to lo;mula;
Transportation Planning and Developmenl (TP&D)
Account; TP&D funds can be used lor guideway
construction and rolling stock purchases;
Article XIX Guideway Funds; th6se funds can be used for
guideway construciion onlt:
Proposmon 108 Passenger Rail Bonds; and
Proposition 116 Pel Rail Bonds; these funds can be used
lor ran projects specified in the proposition.
Feder.r Iransll funding programs -Most of these programs are
administered by tne MTC. Tlhey include:
L
• UMTA Section 3 Discretionary Capital Funding; projects
must be included in MTC prepared ATIP then may be
funded by UMTA.
UMTA S9C!ion 9 Formula Capitai and Operating Funds;
administered by MTC.
UMTA Section 8 Planning Assistance; these funds are
generally used by local transit operators to prepare Short
Range Trans~ Plans (SRTPs).
~: .
237/880
+ -
-
SANTA CI.ARA COtJmY -1"2 snp PPJORmES
FL.£XIBLE CONGESTION ReUEF ~CRl PROGRAM
(Pogo 1 01 0)
nER I (HIGHE!JT PRIORi I'YJ PROJECTS: PRIORITIZED INTO FIVE GROUPS
(NOT PIUORITlZED wmml
_ funding lor Stage ',..' <:I
1118 _. ""'ercI1ango; Phase t
PropertJ aoquIsIIioo & utility
$1'.0 fremonllo Phase t PropertJ acqu\slOIOIIlor
San Jose parf<-and_ and maInIenance
faci\ities--
-,
----;.-:.-_._--. -'
Raul.
2371_
17
-
5",.'.T", ClARA COVNlY -,"2 5np PRIORtnES
iLEXrBl£ CONGESTION F>fUH (FCR) PROGRAM
(f'.g. 2 of 4J
lIER I IMIGHEST PRIORITY) PROJECTS: PRIORiTIZED tHTO fIVE GROUPS
(>lOT PRIOFIITlZEO WlTHI N
San1. Clara
Stage W 0I1he uttfmate $18.0 F""""," Phase t Propeny acquis~"", for
lntetct"lQ8. Phase l: ReiocaIe Ate 10 pal1c -ard-ride and maintenance
880 10 ulUmate 1ocarlon O~ 2 San Jose facifrtieS,
lanes -6 to
HO Vasona Pr,,,, t. Propeny acq.JisJIio<1 lor
paJ1: -aod-Ode faclHI~
$e.0
One oddlIooaI N8 lane (HOY Of S 4.0
0<.0dIiary) from Are 85 to Camde<J "'_Tomas
•
$30.0
S 5.0
-.
-.
SANTA CI.AIUI. COUNTY -1_ ST'.P PRroRmeS
FI.EX1Bl£ CONClfST1ON REUEF (fCRj PROGAAM
(p.ge 3 aU)
nER I (HIOHEST PRJORtn) PAO.IECTS: PRlOMlZED INTO FIVE GRO .... PS
(NOT PRJOFltTlZJ;D WITHIN
SantI! C14Ir.
SIago W d the _.
.... c::.. 108; Phase It dIttct
co.:,.ectOi S
F_
lo
San Jose
Phase t P_ acquisiHan lor
parI<·and.-.,., ""*"......-.:e
faciH1.ies.
-
-",-..c, •
{~
ROllI.
M..,-Ave.
~
101
ContnII
Elqlwy
Nc«e:
(1)
DaIa Set .. "" AppnlYat.
r
" . .
. , '.~
,
SAHlI'. CtARA COUNTY -1"2 STlP PRIOFlInES
FUXl!1LE CONGESTION RELIEF lfCR) PROGRAM
(Poge 4 orc]
TIER I (MIOHEST PRIORITY) PROJECTS: PRIO!IITlZED INTO FIVE GROUPS
(NOT PRJORmZfO WITHIN GROIJIPS)
S.nta Cl.r.
Rd
ExlII'lSlon ""'" flies 101 & m $ e.o P"",", t Prope!!y ~Ion for
10 park-and-ride and maintenance
s..,.,Jose facffities.
Construct ..-,g _ CO!" """art $ !I.n V...",. lor
T"", additional HOV __ $ 260
Bema! and 8urno!I
Two _ HOV _ (410 6J $ 8.0
_ vIcfnIy ar I.ftnInc8 Elqlwy -Blvd
AI dollar """"""'" shown .... In _
RaIII'rojec!s ere listed .. """"doc ... with adopOed T200C Rail Pnooties.
s... Clara COunty Transportlllion Aqfmcy". Program Implemenation Commltt .. ; April 17. 1991.
•
STlP
Amount
$ 46.0
$ 5.0
,.
HIgh<ny
I ROll
T ....
Approorad by S .... a C1ara Co<Jnty Board ar SupeMso<s .. _ mee<rng and ,uIlmitted to CongesUoo M~ Agency.
W!Ibur' Sm.h Associates; June 1991.
•
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!!!!!:!!: f1) b;:tudM ~ I ¢On'II7~ AI ...... atrI()IIJ!"Ib Ihotm .,. .... ['18191 mrmon..
Act.. .. ~ COUI'Itf J.,Int.; ICS ..... c1 ..... ; FeR ... ~ ~ Rtf1.t.I Ful'ldlna p,,~g!'a;,,; F/I.U .. f~ A)d \JI'bM r~ Ptogt_'?l;
PC) ... ~~; MHO .. ~ N.g~ ~; m .. &Mr~ ~ St.tem.nt;-Expote1lod ED"' .. &pK1wd ErMfOf'lm-.tal ~
-----~
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PROJECT ITUD\( REPORT ~ DfY£L,.OPIftNT PRIORITY UST -"'"'"
~: (I) ~ ~ , cone1I'UCtotl AI dobr --"* IMIm ... in "'., rnltsor.,
ACt.. _ ~ Coo.t!'TIy UflIIi; ICS -:a .... d .. lgtI: FCR • n.~ ~ ~ r~ Progr&m~ FAU • FIIderIi AId \...Irben FIZI\Idht~;
NO _ ~ o.dM~; Mffi) _ ~ ~ o.ei.m'ic>!"I; Ets .. ~~orrm.maI 1mJ*CI ~ ~ED"' .. ~E~ ~..rIoo1.
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PROJECT nuoy REPOm' cPS,., DEVELOPMEHf PmORI'TY LIST
"'C*s~~~"""''''' '-eo.t£.'d~"'''' {M~ d \ge9$\(I) """" .... ""' ...... --"'-9<-,~~ ..... '''''' ~ ... """"
a ... o .... to ,..,.,. tcrt
101 • WIdefIIID' ....... form eum.e to a.a., """ .. No
t01' ·~.to.:w..II'OtI~..,s.m.. FeR .'" .... ... ., No ....,.,
IOf • 8elYt01 .,.,.. ~,....."... '"" 106.00 108.40 ..... No o.c·91
U. .. ""' ..... ,...CII Fe
11 • a.. C>IoIIa '/10 s.. ... Aw (RroI SIt 'Iri6ItI 4 l1:li • ....,.. , lIgHt 111100 t41!11.7'$ Yn .....
a. WIden OC II ~ Ex;:w ..... ., ""'" 0.401 10401 ""',75 No
, at . Add ~ ro.d W 1009 r..-.p l1li: 10111 52'* Ie ." .5O -" No ......
101 r W,fte 1$2.,!IlJmII· MdM •• , ..".. • co ,,,,,, "oo -" No ..,....
101 • c:or..truc:t IC • propoMd E. ~ lAM ...... .OO '.00 4811,31 No
to, ·~tC. hWMyRd In s.n~ ...... TI.90 11.90 "'.31 """" ~..,
n7-FhIG'Io101· --...,eIM_& ~ ~ t_ 47.00 "00 -" ... -..
237·1b101.~·wIdeol tot .... FeR "'00 :1000 '18.31 No Jw>&
ur· E/W111116111o ~ . ~ 10' __ ""'" 44.00 .. "" 51831 "" m . ~ 10 CeyoII er..a: . Mc:Mn ., I In ~ Fa< 2500 "00 5041.31 No
s.a cw. ~ T~ ~ Pro;rMI ~ ~; SI.f'lI'Ikom~.eon Jor PSAt r-*I. MwdI s.. 1991 -n.s-u CIreAo ~ I!\oanI d~ ~~ ~!hi;, "-tto ,,"4 c~ M"'II9"~ ~.1M ___ ~ng
n. P'SRhlta. been ~<!od~ 'NfM_~d ~
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GLOSSARY
AD 84 ~ The origina! bill number for the legislation that required Project Srudy
Re~..s (PSRs) and the develop.rnenr of Future Project. De.ve~opment lists by the
counties.
ABAG -ASSOClAnON OF BAY AREA GOVERNMLlI/TS -The regional
agency that is' responsible for regional planning other than for tr3!lSportatior'J.
ABAG pubushes foreca...c;:r.s of projected grov."th for the regjo~l.
Act'IVTIY CEl\TEK ~ A major concemratiQn of employment and commercial
actiVity, which may be found in suburl:>m areas .. well .., in the downtown
AIK QUAllTY ATTAINMENT PlAN -The plan for .ttainment of state air
quality standards, .. required by the c .. liforni.a Oean Air Act oll988 It is adopted
by air qual!ty districts and subject to approval by the St:;Ite Air Resources Board.
ALTERNATIVE WORK SCHEDUlES -The use olwork policies such as flex-time
and staggered WOl'k hours iUld compressed. wOik "'9Io'ee.ks lh2t allows employees to
meet traruit, carpool, or V20pool schedules or [0 avoid commuting during peak
hours traffic periods (also called \'llriable work hour poLoes).
AVERAGE DAIlY TRAFFlC (ADT) -The average number ol vehides passing a
specified point during. 24-houf period
AVR -AVERAGE \'EIDCLE RIDERSHIP -The toul number of employees
assigned to • work site between 6,00 a.m .nd 9,00 '.m. Monday through Friday
divided by the number 0{ vehicles they drive from home 10 work. Credit may be
given for employee worl< trips eliminated during a biweekly period due 10 the "Sf
of compressed work weeks or teiecornrnuting.
SMQMD -BAY AREA AIK QUAllTY MANAGEMENT DISnuCT -The
regiOO2I agency created by the State legis:'rure for the Bay Area air basin (Alameda,
Contra Costa, hill ol Solano, hill ol Sonoma, ~W',n, Napa, San Frands<o, San Mateo,
Sanu Oara counties) that develops, in conj<lOCllon with MTC and ABAG, the air
quality pLan for the region. BMQMD I>.as an actiVe role in approving lbe TCM (see
definition below) plan for the region, as weU .s in controUing SlAtiomry ~nd
indirect sources ol air pollution.
BID TARGETS -Based on the county minL'I1um formula, each county is limited in
the amount of funds that can be requested from the state in a. given State
Y",nsportation Improvement Program eSTlP) cyde. This limit is eaUed the bid
urgeL In a multi-county region such .. MTe, bid urgets can be pooled !O give
additional fleXlbiiity at the regional leveL
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BUSFOOUNG - A pre:'Jnnged bes service, privalel)' contracted by p ... engers or
employers.
CALTIlANS-THE CALIFORNIA STATE OEPAllTY.ENT OF
TRANSPORTATION -Responsible, as the owner/operator of the Sl2te high",a),
system for its !afe oper.otion a.nd maintenance. Proposes projects for lruerd'L)' b.iJ,
lnterregional Roads j and sound'9w'alts in the P5TI? (see deftl"Jtion below). Also
responsible for the HSOPP (see definition below), Toll Bridge, .nd Aeronautic.
programs. The TSM and Sl2telLocal P,nnership Progr.= >te administered br
CaItr:IOS. Caltr:ans is the implementing agency for most S121e highway projects,
reg>rdless of progl'2:n, and for the Interety !WI progn.-n.
CAPITAl. OUTLAY -'All money alloo.ted by the ere from the S12te Hlghw.y
ACCOUnt 2nd the net revenues from the passenger rail t1'2nsporution Bond Fund
for streets. high'Q,o'ays, guidew~ys. and rail, but not including all~~tions or
expenditures (0( projeru for mainlenance. traffic system management, intercity
r.ail, and the sl2te·loca1 p.nnership program, which are expended for construction,
inciuding the acqui3ition of rights·of.,\\'ay, reconsuuction, and construction
engineering.' (Strt.'ets an<! Highways Code 188)
CAPITAL PJUORlTlES - A process used by MTe 10 evaluate and prioritize tr:ansit
projeas in the region. All sauces of transit funding, including UMTA gn.nts, S12te
programs, and other sources ue considered. nus process involves all of the tr.msit
open.tors in the region, including bus, rail, and ferries.
CAPITAL IMPROVEME."1T PROGRAM (OP) -As used in this handbook A
seven-y .. r progr.am of projects to rnainl2ln or improve the tr:affic level of service
and tr:anslt performance standards developed by the CM!', and to mitig.te
regional transportation impacts identified by the CMP Land Us. An.lysis
prognm, which conforms to tr:ansportation-rel.ted vehicle emissions a.lr quality
mitigation measures. See Appendix A, CGC 6S089(b)(5).
CARPOOL ~ A motor vehicle oco..1pied by two or more employees tnveling
together.
CARPOOLING -An arr.angement ;.~ which commute" share driving or coot of
automobile for commuting. A Clrpool is fonned with a rrJnlmum of two peopJe
who commute on a regular basis. The members generally share common
residential an<! employment locations as wdl as common commuting patterns and
schedules.
CMP -CONGESTION MAN.~GEMENT PROGRAM -A multi-jurisdiCtional
program to redece traffic congestion. Required of every county it> California with an
urbanized .,. .. as defined by the Census Bureau (at leas! 50,000 peopJe).
COMMUI'E -A home-to-work 0< .. ork-,o-home trip.
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COMMVTE ALTERNATIYES -Any form of commut< transportation except b)'
single-occupu>cy vehide,
COMMUTE COORDINATOR -An employee 0< contractor of an employer, whose
responsibility is the day-to-day :aunagement of any Tran.c;porution Dem.3nd
Managemenl (TOM) Progrmc
COMMUTER ASSISTANCE PROGRAMS -Servi<es, generally plOvidcd by
employers, deyelopers~ or public agencies. to help facilitate co:nmuting
211;mgements by c:arpoc!, V21lpoo!, and trlnsit
COMMlJI'ER INFORMATION CENll'R -A permanent, on-Site physia.! dispLay of
information explaL"ling all commute rncx:1es a· •• Uable to the site, The center m1lst
(ncorpo<ate schedule holders fo< tr.nsit route informatioo and brochure pockets
for ridesharing and /lex-time information The center is lOCi ted in an area with high
employee 0< resident pedestrian tnffic.
COMPRESSED WORX WEEK - A work schedule for an employee which
elimiru.tes. a.t least one roundtrip commute bi .... ·eek]y. For eumplc, :-orty hours of
work in four len-hour days or a ,,'ork plan that illows or", day oil ""err other week,
known u the nine-eighty plan.
COGESTION MANAGEMENT AGENCY CCMA) -The agency responsible for
developi.ng the Congestion Mana.gement Program and coordinating a.r..d
monitoring its implementation.
COUNCD. OF GOVERNMENTS -A voluntary coruoruum of local governmenl
rC:presentltivesk from contiguous communities, meeting on a. regutu basis, and
fanned to cooperate on common plonning and solve common de'Velopmenl
problems of their area. cxx;. can function u the RTP As and MPOs in uroanized
areas.
COVNTY ~ -Instituted in 1983 by 58 215 (Foran), the county minimum
represents the :ninimum share of programming each county should receive. Under
this starute (5e<:tloo 188,8 of the Street> L"d Highways Code), 70% 0{ the capita!
outlay (defined above) funds must be expended in each county acoording to •
fomrula based 75% on county popuatioo and 25% on sut< ~';ghW2Y miles in the
county. The county :ninimum is accoonted for over a fllCed five year period called a
<!"lnquennium.
ClIP -COMBINED ROAD PROGRAM -A loailly controlled program (t>y the CRP
Committee designated by the county Board of Supervisors) of feden.!!y funded
projects on the defIned fedenl Air Urban (fAU) ..nd Federal Aid Secondary (FAS)
systems. Also induded are bridge rc pia ceznern projects,
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ere -CAUFOBNlA TRANSI'ORTATION oCOMMISSION -A body appointed by
the Governor ~nd confirmed by the Slate Se~te tlu\ reviews ltegiOM!
Transportation ImprOVemel>1 Programs (RTIPs) and the PSTIP (see definitions
below) ~ rorwards .orne transportation projects from these prognms into the
SUte T~portation Improvemenl Pro8r:am (STIf). This qualifies the projects for
state fund.i~g. The erc also has flrunda.l oversight over the major programs
authorized by Pro.P05itions 1 Jl and 108. (N~' gax \U inoeu<:: and rail bond
program.)
DATABASE -D A colle<:tion or dale from ""hich information is derived and from
which decisions an be made; and 2) A non-redundant coUection or data items
tiu.1 can be processed by one or more computer applications.
DESIGNEE(f) -Any private entity or governmental agency designated by the dry
10 a dminister aD or any or the provision. or the roM Ordinance.
EMPLOYEE -One who is assigned 10 the designated work site in the am. peak
period An employee is one who works in the service of .an employer foe either
wages or salVYr as a contract employee under the directjon of the '9It'ork sile
employer or through • temporary service ageocr during a period or more th an
ninety oootinuQUS days.
EMPLOYER -Any public or private employer, including the dty and the County
of Santi Clara, which has a work site in ~"e dtt.
FAll -FEDERAl. AID URBAN -A federal system of roads which are eligJble for
CRP (see definition above) funds.
FCR -FLEXIBLE CONGESTION JlELIEF -On<: of the Slate's new funding
programs for IocaJ or ~nal uansportalion projects that will reduce congestion.
State highway projects, local roads, ond rail guideway projects are all eligible.
FEDERAL AID SECONDARY (FAS) -Roads eligible for federal aid thaI are
cc.nsidered 10 be of rr.ool significance .,.,;t!tin and between cOWltie> These roads
cury substanti21 regional and intercounty traffic as weU as connec-.ing the major
populated places within cach county.
FHWA -FEDERAL ffiGHWAY ADMlNlSTRAnON -Tne rederal agency
re>ponsible for the approval of trulSpottation projects that urect the defined
federal highway SYSlem. Administr.tively, it is under US DOT (Department of
Transportation) ~ is the sister agency of UMTA (see defInition below).
fLEETPOOLS -A program allowing empioyees to use the employer or
developer's automobile fleet during non-work periods for employee-operated
carpools. .
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FLEXIBU WORK HOURS (also callerl Fla-time) -This is a form 0( alternate
work hours. It is • policy th.1t glves employees the option of "atying their starting
and stopping times each work day. Most policies specify. core period L" the
",id<lJe of the workday (e.g. 10.00 a.m. to 4;00 p.m.) ... ·hen .11 employees .re
required to be present The intent is to allow employees more flexibility to ;adjust
work hours to meet individu:ill needs and p10\ide an incentive for the employer
to use commute alternatives such as c::a.rpoc:X or meet a bus.
FlUNG!; PARXING (Peripheral P~king) -A parking "'dUty located outside L",
cent."'ll business district, where persona! vehicles may be p.rkerl and travele", <NY
continue their trips to downtovm ,,12 ~jt, carpool, ()( vanpoot
FU!I<"D J!STlMATE -The STIP cycle begins with the development of the Fund
Estim2te. by Caltrans. wh;ch compares existing com.mltments against total
estlrn2ted revenue expected from state .and federal sources. caltrans estimates sute
and federal funds 'reasonably expected' in annual increments for 7 years (the STIP
penod), The cak\lIation of existing capital program commitmentS is ru.sed on
Cal tra ns' Project Delivery Report (see defln.ition bek:lw)J while non-<:apiul
expendirures of operation and administration c()5tS are estimated based on current
spending and projected nee-ds. This comparison of fe'\'enues to CQmrn.jlrrlems
results in an estimate of toui uncommitted funds that are available for
programming and which are t~en pronted to each program "'tegory. The Fund
Estimate is required by law to be submicred by 7/15 of odd-numbered y=s and 10
be adopted by the ere by 8115 of odd numbered y=. ere adopts a policy,
knows as the "Fund Estimate Methodology' that guides C.altrans in formulating the
Fund Esti..T..ate.
GUARANTEED JUDE HOMI; PROGltAM - A program providing an .. suted trip
for COlIUI11.lters nO[ able to use their nOCltla1 carpool, v;U}pooI. or bus commute
mode because of personal emergencies or work obllgatlons. This can be
accomplished through the use 0( company atS, <.axis, or rental vehicles.
HOY -mGH ocaJPANCY VEHlaJ: -My ~er vehicle tlut carries at least a
specific number of people, either ""0, three, fC'.lr or more. Buses, carpools, and
vanpools are high occupancy vehicles.
BOV LANE • WGB OCCUPANCY VEHla.E LANE - A Iane(,) on a street or
hig.~~y feset\ed primarily fa< the use of high occupancy vehicles (HOY's). either
all day or during specified periods (e.g. during the rush hours) A HOV. fOf the
purpose 0( the 1ane(s), may be a bus, carpool andIoc vanpool.
HSOPP -WGHWAV SYSTEM OPERATIONS AND PRoncnoN PLAN - A
program created by SUte legislation that include, state highway safety and
reha:bilitatior: projects, seismic reuofit projectS, land a.nd building projects,
landscaping, some operational improvements, bridge replacement, and the minor
program HSOPP i< • four y= program 0( projeCUi, adopted separately from the
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STIr cycle. The re«nl 8"-' tax increase p .. ...aUy funds the program_ but it is
prinurily funded through the 'old' Ikent gas tax and federal fu"ds. For the
purposes of the f'"nd Estimate, a formula based on I pavement index and safety
concerns is used to estimate an additional 3 years of the HSOPP progrun.
!NDIRECT SOURCE CONTROL MEASURE • lbe federal Clean Air Act defines
indirect sour"" as ·".a facility, bullding, struaure, ie-Stali.ation, real property, road
or highway which attracts, or may attract, moblle sources of pollution." An
inc".Lrea source con~ measure is a rule or ordinance esubtisbed to reduce the
mobile source emissions associated Mth specific activity centers such as those
noted above.
I1UlS • lNTElUlEGJONAL ROAD SYSTEM • On February I, 1990, Coltran.
submitted a plan to the state legislature that identified. set of prefectS that 'will
prO\;de the most adequate interregion.a.1 road system to all ecaoomic centers in the
State.' Statute defines eUgible routes that were included, .. 'ld specified that these be
~ted outside the boundaries of urWnized orcas of oYer 50,000 population,
-except .as necessary to provide connec:tion fOf continuation of the routes within
~ ar ... s.· From <his 1'1=, caJtnns includes projects, consistent with the Fund
F ... jrnate, in its PSTIP to the ere for programming in the S11P.
LOS • LEVEL OF SERVICE • A method of =surement of congestion that
compares llctual or projected traffic volume with the maximum apacity of the
intersection or road in question .
METIlOPOUTA..'1 TRANSPOltTAnON SYSnM (MTS)· A regiorul, multi·
modal trllnsporution sy>tetn that will be deftne<l '" part of the upcoming me
·IITP (see definltion below). Emphasizes a balanced strategy of highway, arterial,
2nd transit capital investments and operational improvements to mall2ge
congestion projected over the next 20 years.
MOOE SPUr • A term that describes how mmy people use .Iternative forms of
transportation. It is the percentage or brealcdown ol overall trips made by driVing
alone, arpooI, ",,"pool, and trmsiL
MODEL· GRAVITY· A rmthem.atical trip distrilxltion model that is bllsed on the
premise that the amO\Jnt ol tn. vel between two zones is proportional to the
amount of activity in ellch of the two zones and inversely proportional to the
impedan<:e to Irllvel between the two zones. In other words, trips produced in
any given area will distribute '.hernselves in accordance with the accessibUity of
other arellS and the opportunities.
MOOD. • lAND VSE-A model used to predict the future spatial illocation of
urban activities (l2nd use), given total regional growth, the future trllnsporution
5yStem, llnd other factors.
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MODEL -MODE CHOICE -A model used to foreast 'he proportion of tOOlI
person trips on eoch of the ."ai4ble tnnsporution modes.
MODEL -IlEGIONAL GROWTH -A model used '0 estimate l.nd uses in a
region.
MODEL. TJtAFFlC - A tr'.athematical ~qu.ation Of graph.ic technique used to
stmuial..e traffic movements, paniC\Jlarly th.ose in urban 1felS Of on a freev.'ay.
MPO -METROPOUTAN PLANNING OIlGANllATlON -The organization
responsible foe regional transportation planning in an urbanized aI"a. Members are
designated by the gcwemor ""d local elected officUls.
MTe -METROPOUTAN TlIANSPORTATlON COMMISSION· Created by sUte
legisl.""e in 1970 to prepare a Regional Transporution plan for the nine counties
of the Bay Area. Other important r.esponsibilities include: approving
transportation projects that receive SUte or feden.l funding, allocating several
SOUrces of funds for transit operations, evaluating the performance of the
transportation $}'!item and the provi.5ion of tr;lnsporution service, promoting a.."1d
setting guidelines for transH systems coordination, and advocating adequate
transpor-..ation funding. MTC consists of 16 voting members, including one
member from ABA-G, and one member from the Say ConserY:a.tion and
Development Co:mrnjssion. we also includes 2 non-voting members, from the
SUte >.nd federal uansporutioo agendes.
NORTlf/SOUTH SPUT -State law (section 188 of the SUeets and Highway Code)
requires that programming be balanced so that 60% of the capital out12y (see
definition above) is spent in the II Southem counties, and 40% is spent in the
North (45 wunties). This bal2.nce must occur for the period July 1, 1989 to june :10,
1993, and for each subsequent fNe-year period. This rule hu a serious impact on
the type of projects progr.unmed in the NOM or the South. lIehabilitation and
safety funds !end 10 be spent roughly 60% in the NOM, u.d only 40% in the South,
due [0 worse w~thet conditions and more mountainous roads in the North. In
addition, engineering C05ts are relatively high.,-in the North tlut in the South, and
further, Caltrans' project suppon foe ~y funded projec-.s, of which the North
hu a disproporu"'""'te share, is .00 included. Thus, funds for cap.city increasing
projects need to be weighted towards the South, so that t!,e ove", U balance
rc:malns 60%140%.
OBUGA TlON -An action by an adminlstr2tive agency approving the spendutg of
money for a specific purpose to a specific grant recipient
PARK-AND-lUDE LOT -A tr2n5it, carpool, and'", V21lpocl booty where people
can park thel: auto and then ride transit 0< join a carpool or vanpoo/to work.
PARXL'IG MANAGEMENT PROGRAM -Measures th>t favor vehicles used by
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carpool, and vanpools, inclu&ng the esu.b!ishment 01 parking charges for
commuter pvldng, preferential parking for pool veJ-Jdes, and the e1imln2tioo of
free or !ow-cost off-street parking at employment a.rea.s. Addltioru..l program
elements could include catpOOl cenffication and monitoring, signs th~t identify
priority HOV puking, and HOV parking subsidies or discounts. fringe pvking lots
1TI2y also be e.ru.blished a9r.'ay from the work s[~e in combination with shuttle bus
services to keep motor vehicles out of congested employment areas.
PAIUaNG ItEDUCTION ORDINANCES -Local gOVemmenl regu12tions wt alJow
the reduction of ::oning fequirem~nts for off-street parking in rerum for
developer-sponsored lDM efforts or contributions to a T$M/I1)M trust fund.
PARKING SUPPLY -The toul number of parking spaces within a given area or
facility.
PAVEMENT MANAGEMEm SYSTEM (PMS) -Required by Section 2108.1 of
the Streets and Highways Code, any jurisdiction Wt wishes to qualify for funding
under the STIP must ~ve a P M5 Wt is in conformance with the criteria adopted
by the JoW City/County/State Cooperation Committee. At • minimum, the PMS
must contain:
• An inventory of the meri.a1 and colJector routes in the jurisd.icJon tlut
is t'e\'iewed and updated at least biennially;
• An assessmem of p2vemeru condition for all routes in the system,
updated biennially,
• Identification of &II sections of pavement needing re~bilitation or
rep12cemen~ and
• Determination of budget needs for rwbillu.tion or rep12cement of
deficient sections of pavement for L~e current biennial period, and
for the foliowi "l! biennial period
Certification is done by implementing jurisdiction and subminal to MTC. MTC
then !!Uk~ a Ii.'>ding of agreement with the certification and tt=smits the
cenificaOOr. to the ere with the imP.
PEAK (PEAK PE.RIOD. KUSH HOURS) -1) The period during wltich the
maximum amount of travel occurs. It may be specified ... the morning (A. M.) or
afternoon or evening (PM). 2) The period when demand for =poru.tion ser.ice
is the heaviest. 3) The commute bours from 6:00 a.l1", to 9:00 a.m. and 3:30 p.m. to
7:00 p.m, Monday through Friday, excluding federal bo~days. Peak period trips
shall mean an employees' commute trips to and from the work site.
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PERSON ~ An individual. trust, firm, joint stock company, corpor.1tion,
partnership. ;LS,.<,oc:io;.tion 0( ocher business entity, dty, COUnLi, dstrict, the stale, any
depa..""tmCnr or agency thereof, or the United States, to the extent authorized by
b.w.
PRE.FEllENTIAL PARKING -This concept invotves ass.~gn·,ng the most desirable
parking spaces, S'.Jch as those closest to buiJding entrances, foc me exdu.sive use of
carpool and v.npool vehicles, In .ddition, parking charges may be partially
reduced or eliminated for pool veh;c1es. Pool vehicles nuy also be exempted from
""y hourly parking broits !hat exist.
J'IUNClPAl. ARTElUAL -The functional classification system at the federal level
defines principa,l L"tena!.s for runJ areas, urbanlz.ed. areas, and smail urban areas,
(Note: Other definitions of principal arterials exist) In urbarJz:ed ue.as, the
principal arterial s~tem can be idem.ifled a s -unusually signiflcaru to the a tea in
which it lies in terms of the fl2ture and composition of travel. Prindpal arterials
derive their importoloce from service to rural oriented uaffic, but eqU2lly Of even
more importantly, from service for nujor movementS """ithin the urbanized are.a.
The prindpal arlerial system should carry the =jor portion of trips entering wd
leaving the urL:.an area, as well .. the majority of through movements desiring to
bypass the central ciry. In addition, significant intr.i-lrea t.tavel. such as between
tna.}or bus.iness distrias and out3ymg residenili.l a.re;a.s., be~een major inner dry
communities, or be[Ween major suburban centers should be served by this
sYStem. Frequently, the prindpal arterial system wiD a.ny important il".ttaurban as
web as intercity bus routes. Finally, this system in small u~ and urbanized areas
should provide continuity [or all rural atterWs which intercepl the urban boondary.
Because of L'>e nature of the tr.ovel sezved by the prindpal arterial syStem, almost ab
fully and p:uti1J1y controlled access facilities will be part of this functional system
However, this system is not restricted to controtled «cess routes. The spadng of
urban principal arterials will be dosely related to the trip-end density
characteristics of panicuw portions of the urban ,.,-... , ~ us Department of
Transporutio." provides the guidance that 40-65% of the VMT should be accounted
for on the principal arterial system
PROJECT DEUVERY REl'ORT -Government COde Section 14525.5 requires
caltr.lns 10 submit to the legislature by NOYember 15 of each year a repon on the
delivety of ab Slate highway projects Lo the adopted STIP which cost $1M or more
and for which the department is the responsible agency [or p!'Oject development
worlc (Including some, but not ab locally funded projects). The report must identify
milestone daleS by month and year for these projects, and must summarize the
number of projects which met milestones ""d identify those that failed tD meet
one or more milestones. For thooe that fabed, the report must explain the reasons
for the delay and preseru a pl .. .., to resolve any problems and • ""'" schedule for
debvery. The Plan must also ind\lde "" estimate of Caltrans' capital ootl2y project
development staffing needs for the next fLSCal year in order to debver the adapted
STIP. The Repon must also include , deterrninatic" of Loe portion of project
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development woek tho! .... ill be performed by CaltnnS :lnd the portion wt will be
'contract..~ OUl' This Plan is then assessed by' the Legisbtive AJUl)'St in its annual
""'))'Sis of the Govemo<'. proposed budget
PROMonONS . A .specific work site even: designed to educate and inform
employees of their commute options and ava.il4.ble incentives. The p~omotion may
be Vl on-.i~ event two to four hours long oc a distnbution of materials to all
PKOPOsmON 116 -Passed by' the voters L, June 1990, this initiative sponsored
by the Planning :lnd Con.setvation te.gue provides $1.96 in rail bonds, primarily to
projeru specified in the legislation.
?Sit, PROjECI SnJDY ItEPORT -Chapter 878 of sarutes 1987 requires that any
capacity increasing project on the sute highway $)'Stem, prior to programming the
STlP, have a completed PSR. The PSR must include a deuned description of the
projeCl scope ""d estimated costs. ~ intent of this legisbtion wa5 to improve the
a=cy of the schedule :lnd costs shown in the STIP, :lnd thus improve the oyerall
acCU12CY of the estirnlltes of STlP delivery wd costS.
?SUP -PROPOSED STATE Tl\ANSPOllTATION IMPROVEMENr PROGRAM
This seven-year progrun is ba.<ed on the adopted STIP :lnd the tI106t recent project
Delivery Report It may include additional schedule changes andlor cost changes,
plus new projects that Caltrans proposed fo< the intertegionaJ road system, retrofit
soundw:llis, and toll !>ridge wd aeronautics programs, as wel1 as the intercity rail
program. Caltrans may also propose ~Iterru.tive FielUble Congestion Relief (FCR)
projects to those proposed in the RTIPs; this is the ooIx ",'erlap with the RTIPs.
The PSTIP is d'oe \0 the ere on 12.11 of odd numbered years.
PUBUC TRANSIT (MASS TKANSm • Passenger transportation service, usually
local in scope, that is available 10 any person who pa)'S a prescribed fare. It
operated on established schedules along designated routes or lines With specific
stopS and is designed \0 troVe ","'"ve!y large numbers of people at one time
Enmples indude bus, light ran and rapid trulSit
PVBllC TRA.'iSPOIlTATION • Transpocution servi.::e to the public on a regular
basis using vehicles that trz1lSpon more than one pe""" for compensation,
usuaIly but no< exdusively oyer a set route or routes from one (xed point to
another. Routes and schedules may be derermined through a cooperative
arrangement Subcategories include pubuc transi, service, and pararr.msit servke
that are av:a.il:;.ble to the general public.
QUL~QlJENNIUM • A fixed five-year period, over which county minimums are
calculated In each quinquennium. a county shoold receive at least its county
minimum share of the to<al progr.un. The first <j\linq\lennium is now hlstory, having
run from 1982/83 to 1987/88. The second encomp ..... 19B81B9 through 1992.193.
The third quinquennium.urts in 1993M and ends in 1998199, and four of these
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ye.r. were prognr • .mod in the 1990 STIP. The fourth quinquennium (which ..-ilI
begin to be prognrruned in the 1992 STIP) will go from 1999/~ thlOOgh 2004/5
RIDEMATCB • A arpool, v.npool md buspoo! matching se1ViC~, CornmulCfs are
matched with others ha.vlng siron.r commute t.,-ip or.giIlS. destinations, a(1d
schedules,
RlDE.SB..AlUNG ... Sh4iring of one vehicle by t\\o'O or more commuters While the
concept of rideshoring .pplies primarily to arpoots 100 vanpools, il is sometimes
app~ed to tranSit .... 'ell
lI.TAC -REGIONAl TECHNICAL ADVISORY COMMlTI"EE -An advisory
committee to MTC, consisting primarily but nO( ,exclusjvely of public v-."c>rks
directors and planning ,u[fs from the nine-coonry Bay Area. RTAC is involved in
the RTIP process, and serves as a conduit of Wormation berween MTC, (.altrar'..5,
and local agendes on • varlety of tr>n5po!Ution rel.ted issues,
RTIP -REGIONAl TRANSPORTAnON lMPROVEMFNI PROGRAM -A liSt "f
proposed transpo!t~tion projects submitted to the CTC by the regional
uanspo.rutioo plannlng agency (for the Bay Area • MYC), as • request for sute
funding, The individual projects .rt flfst proposed by local jur'.sdictions, then
e-,'>.!uated .nd prioritized by the region>.! .geney for submission to the Cfe The
Rl1P has a seven-year plannlng hortzor, and is updated every two Y"""·
RTP -REGIONAL TRANSPORTAnON PlA!" -A comprehensive 20-year plan
for the region, updated ev.'tY two years by the regio",,1 transporUtion planning
ageney (for ~"e Bay Are>. • MTC)' The RTP includes goals, objecri\'es, and polides,
arK! recorrunends specific transportation improyernent>. mc is currently duL"g an
environmental impact report and major revision [0 the RTF. which will be
completed in 199L
SAC a SUBlJRBA.N ACTtVtTY CE.NTER -A,"l activity center loc:ated Outsid.e the
downtovm core of l metropolitan uea..
SIP -STATE 1Ml'lEMDo7ATION PIAN -A compiliition of the federal oil quaUcy
pbns from arouoo the state produced by the sute Air Resources lIo:<rd
SOY -SlNGLE OCCUPANCY l'Ema.E -A motor vehide occupied by one
employee for commute purposes.
SRTP -SHORT RANGE TlL"-NSIT PI.ANS -A seven-year comprehensive pia"
required by fede",1 .nd regional trllnsportation funding agencies of all transit
operators. The plans must define the operator's mission, analyze its past and
current perfOffil2nce, and plm specific operatio",,1 and capital improvements to
reoJize its short-term objectives,
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STA -STAn TRANSIT ASSISTANCE -This program pro,ides funding for
tt:IJlSit and lnl15portatiOll planning. Fifty percent of the r",'enu", tran,'ferred to the
TP&D .""ccoun( (see definition below) are appropriated to STA. STA
apporti'On.!n.e~ts to regional transporution ;t>lan:1ing agendes (MTC in me Bay
Atea) are determined b)' two formulas -SO% by populat'ons and 5OCH. by the
unount c( oper.ator [""<flues (fares, sales taX, etc) for the p;;oc year. The Bay Atea
usually received about 38% of the amount avaiL1.ble for STA St.1te-wide. STA funds
IllllY be used for tr'!lsit capital or openting expenditures. P ..... se of Proposition
116 disallows use of ST.~ funds for streets and roads in the non-urban counties.
STAGGERED WORK HOUlIS -A form of lltemative "'ock-hour schedule where all
employees in an organization are arbitarily assigned by their emplo)'eT daily start
:md stop times, These times are staggered over a ranse of 15 minutes to two h<JU"
EmplOj'ees generally have no choice in &,eir work hours The inlent is to spread
out cOO'.mudng pe4lks.
STATE/LOC.'d PARTNERSHIP -Originally created by SB 140, and subsequently
funded by the passage c( Proposition III by the voters in June c( 1990, the
Statefl.ocal Pannership provides state matching funds fo< locally funded and
constructed highway ;.'Od excius!vc public mass transit guideway projecr.s.
$2BlUIon over ten years have been desigrulted for this program. Eligible projects
are defined by the legi.lation and clarified by guidelines publisbed by the Caltrans
Division 0{ I.ocaJ StreetS arod Roads, App~cations are annuaJiy submitted to Caltrans
Cb). June 30 for the follOWing fiscal year), which administers the program The
amount c( state-matched funds available in • given year is dependenr upon the
number of eligible appUcants and the size of the appropriatioo lD the program by
the legislature during the budget process. The s~te "'" tched funds can not exceed
50%.
STIP -STATE TRANSPORTATION IMPROVEMENT PROGRAM -A list of
transpoct.atiO<1 project<, proposed in RTIPs and the PSTIP, which are approved for
fundine by the ere.
SUBSIDY (for roM f'rogram5) -The emplOj'er or owner subsidizes, partially or
fully, the out-of-pocket cost of their O"'n employees' or • tcrwtr. employees'
work trip, SUboidy options can inch,dc transit passes, carpool parking fees,
vanpool fares and guararueed rides home,
TCIP -TRANSIT CAPITAL IMPROVEMENT PROGRAM -A state program,
currendy funded primarily from the TP&D account (see def.rution below) for
transit capital project< and the STA program (see definition above). An annual
program, all state funds must be matched 50% by local funds.
TCMs -TRANSPORTATION CONTROL MEASllRES -A measure intended to
reduce pollu tant emiSSions from motor vehicles. Enmples of TCMs include
programs to encourage rideshanng or public transit usage. city Of county Uip
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reduction ordinances, wd the use of cleaner Durning fuels in motor .'ehides. MTC
bas adopted ,~c TCMs, in compliance with the Federa! and State Clean Air
j,.crs, that nn be found in MTC llesolutioo No. 2131 and the TratlSporution Conuol
Mea.,-ure Pan fO( the SUre 0= Air Pan prepared by MTC in june of 1990.
TOM • TRANSPORTATION DEMAND MANAGEMENT· The pro"ision of
information., assista.IlO!. incentives or other measures des[gned [0 inctea.se Aver.a.ge
Vehicle Ridership (A VR) and which is intended to reduce L'le number of
motorized vehicles <i"iven to the ""'ork Site.
TOM ORDINANCE· See Trip Reduction Or<:!inanc<:s.
TOM Pl.Al'! • TlV\ VEL DI;MAND MANAGEMENT PLAN • A plan developed
for a corridor, a central business district, or a spedfic employment site for the
purpose of diS<'our.aging single-occupant vehicle commutes, encouraging work
travel by high-occupancy vehicles, and mitigating traffic impacts on road networks.
A roM Pan should serve the Specific transportation needs of employees and
reSidents, reduce drive-;lIone "crude trips ard reduce the parking demand at me
work site.
'!DM PROGRAM -TRANSPORTATION DEMAND MANAGEMENT
PROGRAM -A pan implemented by an empl"l'er designed to carry out roM
TOM Programs may include any or ,ail of the following TOM servlces 2.nd
incentives;
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(;I) Rideshare matching
(b) Preferential parking for rideslwing vehicles
(c) Carpool/vanpool subsidies 0( rewards
(d) Transit ticket sales
<e) Transit tidcet subsidies
{O Shuttle to transit Une
(g) f1exJble work hours [(J( people who do flO( drive alooe
OJ) Compressed work weeks
()) Work-at-home programs
<D Telecommuting
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(k) EsubUshing fees fo< =ployee parl<.ing
/J) Meml>:rship in a ThIA (sec below) that pr"'-ides
(m,) Contribution to a TSM (sec belo"-) progr.m administered by "
!.I.rober Agency
(n.) Cydir.g wei walking subsidies or r.,.-",ds
(0) Site desjgn amenities that would encourage trar..sit U~. ridesharing,
cycling .00 walking
(p) Other programs approved by the city's designee to reduce the
number of employees who drive alone !O the work place
TELECOMMUTtNG -A S}'>lem of either ""Drking .t home or at an off-site work
station with computer facilities th:!.t link to the work site.
TIP -TRANSPORTATION IMPROVEMENT FROGRAM - A fedeGlUy required
document produced by the region21 IW1Spona~on planning agency (~rrC in the
Bay Area) mat states the in"'estment priorities or transit and transit-related
improvements, mass transit guidew,fS, genera..! aviation and highways. The TIP is
the MTCs principal me.a.ns of implementing long-term planning objectives
through spedfic projects.
TMA -TllANSPORTATION MANAGfJIlENT ASSOCIATION -An organization
of developers, property managers, employers .00 public oIfid21s to cooperatively
promote and provide programs that mitigate traffic congestion, assist commute"',
and otherwise encbur-oge improved travel in a given =. Su<:h orpniutions can
serve as forums in which the private sector wei state and local governments meet
to address ;ointly CUrren! and future needs.
TMO -TRANSPORTATION MANAGEMENT ORGANIZATION -General1y
sirn.ihr to a TMA,. ..... ·1'-.Jch is now 1. m;)fC common \enn.
TOCC -TllANSIT OPERATORS COORDINATING COVNCn. -A sututorily
created cOmmil!ee of MTC that consists of the General M~gers or ,",'Ie majer
transit operators in me r~glon It meets IT',,onthly to discuss matters of mutUa!
concern .00 to advise MTC.
TPAD -TRANSPORTATION PlANNING AND DFVELOPMENT ACCOUNT -
A state accOUllt, funded by the sales we on the new 9-cem gas ux and the eli.,..,1
we. ux. that is the primary funding source ror the TCI (see defanition above)
progr",".
11lAFFIC MITIGATION ORDINANCES -See Trip Reduction Orcl.in=ces (TIO).
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TJtAl\'SIT -Passenger transporuition th.:i.t is .vai4ble to any person who p.)'s •
prescribed (.re. Operating on established .chedule, .long fixed route, and
designated SlOpS, it is de5i&-~ed to move relatively large groupo of people at one
time.
TRANSPORTAnON MANAGEMENT - A concept th.t includes the use of
Transportation Demand Managemenl (TOM) and Transpol't2tion Systerru;
Management (TSM) techniques in order to lessen the traffjc impac[S or
development, as well as to encourage priviue sector improvements to
accommodate nffic growth. Sometimes referred 10 as traffic mitigation.
TRO -TRIP KEDUcnON OlWlNANCES -Regulations passed by local
govemrnenr: requiring developersl propeny owners, and emptoyers to pattidpate
or assist. in flMncing transportation management effons. In !Tl3ny instances. such
ordinances specify a wgtt reduction in the number of vehicle "ipo expeCted from
• development based on standardized trip reduction rates.
TSM -TIlANSPORTAnON SYSTFMS MANAG:tMENT -The use of low<ost
capital improvements 10 increase the effidency of road transportation znd tranSit
services. Sometimes the term also is applied to techniques used 10 reduce the
demand for travel in a defined "eo (see Transpor-..atioo Demand Management).
Other TSM measures ve engineering-oriented, such as timing traffic signals to
smooth the flow of traffic, and tamp metering, which regulates the entrance of
vehicles onto • freeway, increasing the efficiency of the freeway.
TSM OllDlNANCES -See Trip Reduction Ordinonce (fRO)'
TSM PROGRAM -TRAFFIC SYSTEMS MANAGEMENT PROGRAM - A new
state-funded program that funds those project> which 'increase the number of
p:rson trips on the highway system in • peak period, without Significantly
increasL"8 the design. capacity 01' the system, measured by vehicle trips, and
without incre.sing the number of through traffic lanes" (TSM Guidelines adopted
by the ere in 10189). This program is funded outside of the STIP process, through
direct application IC Caltrans. The ere prognms the projects from a prioritized
list submitted by Caltl1nS. Statute requires that priority be given to project> from
ro.mties with adopIed CMPs.
VIC IIAIL -tJRIIAN AND COMMUlEll JlAD. -A new state funding program
finan<:cl by the sale of bonds authorized by Proposition 108. Two addltional bond
measures to fund this program will be placed before the voters in 1992 and 1994.
All proieclS must be matched 50% by loci I funds. ProjeclS are propo6ed through
the CMP process 10 regional agencies, which then may include them in their RTIPs.
VMTA SECTION 3 FUNDS -Discretionary transit capital funds provided by the
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Feder~1 Government through UMTA. New Rail Stot'..5 and Extensions are funded
t1-..r-ough this prograrr..., which operates through earmarking .ar the Congre5Sjon~!
level. The Section 3 progam is upd2.ted approxL=tely every four ye.,s. The
minimum loa.l match is 20%, ~though larger local sh= are encour.oged
UMTA SECTION 8 FUNDS -T~nsit ope~[jng funds provided by the Fedeal
Government through UMTA. M.de av~lable through Sec"Jon 8 ofll1e Urbm Mass
Transpona[jon Act of 1972, funds are availi.ble for planning components of the
operating budge~ only, sud, as development of Short Range Transit Plans
UMTA SECTION 9 CAPITAL FUNDS -C2piul funds provided by the Federal
Government through UMTA Section 9 c:opiw funds are avwble to support capiw
purchases only. They must be matched with local capital fuMs on an 80% fedem -
2tm local basis.
UMTA SECTION 9 OPERATLlIiG FUNDS -Operating funds pro,ided by the
Fedem Govemment through UMTA -Available only to support 2lll1ual operating
budgets. C2pital purchases must be supported with oth", funds The tou! amount
of Section 9 ope!atin,g funds is determined b)~ Congress each year and is then
dh-ided a.mon-S regions .and open.tocs within regions on a formula basis.
UMTA SECTION 16 (b) 2 FUNDS -Funds provided by the federal government
through UMTA to private non-profit providers of transporution fo< the elderly
and handicapped. Program is administered annually in the Bay Area by MTC
UMTA SECTION 18 FUNDS -Transit funds proVided by the federal government
through UMTA by fonnula to rum areas. Administered by C21= in C2Homia,
these funds Cltl be used for either Clpita! or ope!1lting expenses. Capita! projectS
require a 20% local =tdl. Oper.lting projeas require a 50% local match.
URBAN MAs,s TRANSPORTATION ADMINISTRATION (UMTA) -A
oomponent of the U.S. Deparunent of Tr.ulSportation, delegated by the Secretary
of Transponation 10 administer the feder>l transit program under the Urbon Mass
Transportation Act of 1964, a.s amended, and various other SUlUtes
UlIBANIZED AREA -As defined by the Bureau of the Census, • population
CO<lCentration of., least 50,000 inhobiUI'lts, genemly consisting of a ten",,1 city
and the surrounding, ciooely settled, contiguous territO<y (suburbs). The boundary
is based primarily on a population density of 1,000 people/mile, but also includes
some less densely settled areas, as well a.s such areas as industrial parks and railroad
yards, if they are within areas of dense urbon development The boundaries of
urbanized areas, the specilic ailena used to determine urbanized areas, or both,
may change in suboequent censuses.
V ANPOOL . A passenger van used by seven to 15 commuters. The route and
schedule are det.,,-mined by the group. The van =y be provided or suboidized by
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VANPOOLING ~ Commuting in a seven-to IS-passenger van, with dri\,'ing
url($ert2ken by commuters. Some portion cf the van's ownersh..ip and ope(.t.ing
C06t is usu.a.lI}' paid for by the riders on. a monthly basis. The van m2y be privately
owned, employer-sponsored with the compan}" owning ~d ma..inUining the
vehlde, or it m.1y be provided throogh .a private co:npany that leases vehides
(known as a third-parry arrangemem).
VAlUAl!U WORK HOURS -See Altemati"e Work Schedules (above).
VEHICLE -A "ehiele os defined in the Califomi2 Vehicle Code, but for the
calcul2tion of A VR does not include public or priyate transit buses or
nonmotorlzed bicyeles.
VEHla.:E OCCUPANCY -The number of people riding co a vehicle at one time.
V'ElDa..E TRIP - A one-v.'2Y movement of :z vehicle between rwo POUlts
VMT -VEHla.:E MILES TRAVELED -Travel demand fDrecasting (modeling) is
used to generate the average trip lengths for .a [eglon. The average trip length
measure can then be used in estimating vehicle miles of tn.vel, which in tum is used
in estimating gasoline usage or mobile source emission:; of w poUutants.
"WORKSITE -Any place of employment, base of operation 0< predominant
location of the employer. All ooildings or facWties operated or occupied by the
=ployer within the dty and WitlUn a radius of J. 5 miles oIa single centrally located
building or facility operated or occupied by the same employer shall be deemed a
single work site.
"WPPRC -"WORK PROGRAN AND PLAN RE\'ISION COMMIl7E.E-A
committee 01 MTC with primary respons1bUity for review and adoption of the RTIP
and TIP. Other resporuibUities include oversight of the RTF and the Ov=ll Work
Program for the agenet.
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