02 feb 25 cac · 2015. 2. 21. · 2014/15 budget be amended as shown in attachment a. we are...

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three projects: planning and environmental review for the Great Highway & Skyline Roundabout ($207,535), which will improve traffic flow and safety of the existing intersection; planning and environmental review for the Great Highway Reroute Project (Permanent Restoration) ($58,267), which will ensure the long-term functionality of the road; and San Jose Avenue Follow the Paving ($250,900), which would construct a protected bike lane from Randall to Arlington Streets and other pedestrian crossing improvements at Randall and Dolores. We are seeking a motion of support for the allocation of $1,752,502 in Prop K funds, with conditions, for six requests, subject to the attached Fiscal Year Cash Flow Distribution Schedules.

6:25 7. Adopt a Motion of Support for approval of the San Francisco Freeway Corridor Management Study Phase 1 Report – ACTION* 57

In 2014, California Department of Transportation awarded a Partnership Planning for Sustainable Transportation grant to the Transportation Authority to conduct the San Francisco Freeway Corridor Management Study (FCMS). The 2013 San Francisco Transportation Plan identified the need for the FCMS to manage expected future growth in travel along, and raise the performance of, the US-101 and I-280 corridors. In addition, several parallel efforts are underway at the regional and state levels that will shape conditions along San Francisco’s freeway corridors. The FCMS will allow San Francisco to inform and be informed by these parallel efforts in a timely and effective way, and to involve San Francisco community members and regional stakeholders in these efforts. The FCMS is divided into two Phases. Phase 1, the subject of this memo, sets the foundation for the Study’s Purpose and Need; proposes a goals-based evaluation framework; and identifies a range of potential freeway corridor management strategies to consider in Phase 2. These components are developed based on a review of existing relevant studies and the existing institutional setting. Phase 2 of the FCMS will be a performance-based evaluation of potential freeway corridor management strategies. We are seeking a motion of support for the adoption of the San Francisco FCMS Phase 1 Report.

6:45 8. Major Capital Projects Update – I-80/Yerba Buena Island Interchange Improvement Project – INFORMATION* 69

This item was continued from the January CAC meeting. We’ve included the February Plans and Programs Committee memo in the CAC agenda packet as it has slightly updated information than the January CAC memo. The Transportation Authority is working jointly with the Treasure Island Development Authority (TIDA) on the development of the I-80/Yerba Buena Island (YBI) Interchange Improvement Project. TIDA asked the Transportation Authority, in its capacity as the Congestion Management Agency, to lead the effort to prepare and obtain approval for all required technical documentation for the I-80/YBI Interchange Improvement Project because of its expertise in funding and interacting with the California Department of Transportation (Caltrans) on design aspects of the project. The project is funded with a combination of Federal Highway Bridge Program, State Proposition 1B Seismic Retrofit (Prop 1B) and TIDA funds. The scope of the I-80/YBI Interchange Improvement Project includes two major components: 1) The YBI Ramps Project—which includes constructing new westbound on and off ramps (on the east side of YBI) to the new Eastern Span of the San Francisco-Oakland Bay Bridge (SFOBB)—is currently in construction and scheduled for completion in August 2016; and 2) the YBI West-Side Bridges Project, which includes the seismic retrofit of the existing YBI Bridge Structures on the west side of the island, a critical component of island traffic circulation leading to and from the SFOBB. This component of the project is in the engineering phase and is scheduled to go to construction in the early 2017 time frame after the completion of the YBI Ramps project and the Caltrans SFOBB eastbound on-off ramp improvements project. This is an information item.

6:55 9. Adopt a Motion of Support for Amendment of the Adopted Fiscal Year 2014/15 Budget to Increase Revenues by $2,959,881 and Decrease Expenditures by $29,750,654 for a Total Net Increase in Fund Balance of $32,710,535 – ACTION* 73

Every year between January and April, we present the Board with any adjustments to the annual budget adopted the previous June. This revision is an opportunity to take stock of changes in revenue trends, recognize grants or other funds that are obtained subsequent to the original approval of the annual budget, and adjust for unforeseen expenditures. In June 2014, through Resolution 14-74, the Transportation Authority adopted the Fiscal Year (FY) 2014/15 Annual

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Budget and Work Program. Revenue and expenditure figures pertaining to several capital projects need to be updated from the original estimates contained in the adopted FY 2014/15 Budget. The Transportation Authority’s Fiscal Policy allows for the amendment of the adopted budget during the fiscal year to reflect actual revenues and expenditures incurred. We propose that the adopted FY 2014/15 Budget be amended as shown in Attachment A. We are seeking a motion of support to amend the adopted FY 2014/15 budget to increase revenues by $2,959,881 and decrease expenditures by $29,750,654 for a total net increase in fund balance of $32,710,535.

7:05 10. Final Report of the Late Night Transportation Working Group – INFORMATION

The Transportation Authority has been supporting the work of the Late Night Transportation Working Group that was created by Supervisor Scott Wiener to develop solutions to improving late night and early morning transportation. The Working Group has completed a final report, The Other 9 to 5: Improving Late Night and Early Morning Transportation for San Francisco Workers, Residents and Visitors that identifies existing conditions, transportation needs, and makes a series of recommendations and next steps. The report is being presented at a variety of committees and policy-making boards in the coming months as scoping of the next step recommendations are clarified. We will distribute the report to the Citizens Advisory Committee (CAC) as soon as it is released (anticipated on February 23) and will present the findings at the February 25 CAC meeting. We are seeking input from the CAC. This is an information item.

7:20 11. Improving West Side Strategic Analysis Report – INFORMATION* 85

The Board approved the attached scope for the subject report on January 27. There was no late CAC meeting in December due to the holidays so we are seeking input from the CAC now as we begin to prepare the report. At the November 18 meeting of the Finance Committee, Commissioner Tang requested that staff conduct a Strategic Analysis Report (SAR) to investigate options for improving access to alternative modes, especially transit, on the West Side of San Francisco. She cited the 2014 Sunset District Blueprint that identified the need to improve transit service quality in the west side, which is less convenient and reliable than in the eastern core of the city. As a result, a disproportionate share of west side residents and employees choose to drive. Equity analysis conducted for the San Francisco Transportation Plan identified that transit access in the city’s west side is poorer than in other parts of the city. As part of the SAR scoping process, we have consulted further with Commissioner Tang and with the San Francisco Municipal Transportation Agency on relevant issues that should be addressed in the SAR. The proposed SAR will identify recommendations for improving the alternative transportation options available in the west side, focusing on one or more specific travel markets (e.g. west side to downtown or west side to south bay) as well as one or more target groups of travelers (e.g. students, commuters, or other). The SAR will identify the current travel patterns of those in the target market; identify the transportation options already available to them and those planned for the future, and make strategic recommendations regarding possible additional improvements that would serve their travel needs and encourage use of sustainable modes of travel. The effort is intended to be completed in approximately six months for an expected cost of $30,000. We budgeted for two SARs in Fiscal Year 2014/15, this would be the first SAR authorized this fiscal year. We are seeking input from the CAC. This is an information item.

7:35 12. State Road Usage Charge Pilot Program Update – INFORMATION* 91

In September 2014, the Governor signed Senate Bill (SB) 1077 (DeSaulnier) into law, directing the California State Transportation Agency and the California Transportation Commission to: establish a Road Usage Charge (RUC) Technical Advisory Committee to study RUC alternatives to the gas tax, make recommendations to the Secretary of Transportation on the design of a pilot program, and implement a pilot by January 1, 2017. A RUC is a charge assessed per mile a vehicle travels. It is meant to either replace or supplement the more traditional gas tax and to serve as a true user fee where every driver pays for his or her use of the road. To date, the gas tax has been the primary source of transportation funding at both the state and federal levels. The over reliance on the gas tax has resulted in chronic under funding of transportation due to the combination of decreasing gas tax revenues in real dollars – since the gas tax hasn’t been raised to keep pace with inflation – and increasing fuel efficiency of modern vehicles. A RUC would also address the growing inequities in road use fees that arise from growth in hybrid and electric vehicles that pay little to no fuel taxes. This memo provides an overview of SB 1077; general background on RUCs; key considerations on the design of a pilot program (e.g., technology, privacy, equity); and lessons learned from RUC

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pilots in other states such as Oregon. We anticipate bringing updates to the Citizens Advisory Committee. We are seeking input from the Committee. This is an information item.

7:45 13. Introduction of New Business – INFORMATION

7:50 14. Public Comment

8:00 15. Adjournment

* Additional materials

Next Regular Meeting: March 25, 2015

CAC MEMBERS WHO ARE UNABLE TO ATTEND SHOULD CONTACT THE CLERK OF THE

AUTHORITY AT (415) 522-4831

The Hearing Room at the Transportation Authority offices is wheelchair accessible. To request sign language interpreters, readers, large print agendas or other accommodations, please contact the Clerk of the Authority at (415) 522-4800. Requests made at least 48 hours in advance of the meeting will help to ensure availability.

The nearest accessible BART station is Civic Center (Market/Grove/Hyde Streets). Accessible MUNI Metro lines are the F, J, K, L, M, N, T (exit at Civic Center or Van Ness Stations). MUNI bus lines also serving the area are the 6, 9, 9L, 14, 14L, 21, 47, 49, 71, 71L, and 90. For more information about MUNI accessible services, call (415) 701-4485.

There is accessible parking in the vicinity of City Hall at Civic Center Plaza and adjacent to Davies Hall and the War Memorial Complex. Accessible curbside parking is available on 11th Street.

In order to accommodate persons with severe allergies, environmental illnesses, multiple chemical sensitivity or related disabilities, attendees at all public meetings are reminded that other attendees may be sensitive to various chemical based products. Please help the Transportation Authority accommodate these individuals.

If any materials related to an item on this agenda have been distributed to the Citizens Advisory Committee after distribution of the agenda packet, those materials are available for public inspection at the Transportation Authority at 1455 Market Street, Floor 22, San Francisco, CA 94103, during normal office hours.

Individuals and entities that influence or attempt to influence local legislative or administrative action may be required by the San Francisco Lobbyist Ordinance [SF Campaign & Governmental Conduct Code Sec. 2.100] to register and report lobbying activity. For more information about the Lobbyist Ordinance, please contact the San Francisco Ethics Commission at 25 Van Ness Avenue, Suite 220, San Francisco, CA 94102; telephone (415) 252-3100; fax (415) 252-3112; website www.sfethics.org.

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Chad Rathman, Senior Transportation Planner, and Colin Dentel-Post, Transportation Planner, presented the item per the staff memorandum.

Wells Whitney asked if the Rectangular Rapid Flashing Beacons (RRFBs) were for cars. Mr. Rathmann clarified that RRFBs were primarily intended to alert drivers to the presence of pedestrians.

Angela Minkin commented that the District 11 community council should be reached out to regarding projects in the vicinity of Balboa Park Station.

Peter Tannen asked why RRFBs were being proposed instead of other technologies. Craig Raphael, Capital Financial Planning and Analysis and Neighborhood Transportation Improvement Program Coordinator at the San Francisco Municipal Transportation Agency (SFMTA), replied that traditionally the city would install in-pavement flashers, however, they were less visible and more easily damaged by traffic.

Mr. Tannen voiced his support for the four bike corridors identified in the District 1 Neighborhood Transportation Improvement Program planning project. Brian Larkin asked how the four corridors were chosen. Mr. Raphael replied that the corridors were identified in the 2012 Draft Bicycle Strategy and the San Francisco Planning Department’s Green Connections Plan.

Mr. Larkin observed that not all four corridors were vehicle entrances to Golden Gate Park. Jonathan Rewers, Manager of Capital Financial Planning and Analysis at the SFMTA, added that the Bicycle Strategy involved developing criteria to identify projects and that this project specifically worked with Commissioner Mar’s office on access to Golden Gate Park.

Myla Ablog asked why the proposed Golden Gate Avenue road diet included edge stripes but not bike lanes. Mr. Raphael replied that low traffic volumes or a lack of room on the street likely resulted in the project not including bike lanes. Mr. Rathmann added that the street was not part of the bicycle network and that the road diet project would not preclude adding bike lanes in the future.

Jacqualine Sachs asked whether there were plans to construct a three foot buffer for bicyclists on Arguello and expressed concern that such a buffer may impact disabled and senior riders of the 33-Stanyan. Mr. Raphael replied that the project was in the planning phase and that Ms. Sachs’ concern was the type of issue that would be evaluated in the planning project.

Eric Rutledge commented that the map included in the enclosure accompanying the RRFB project incorrectly showed three locations (Sunset Boulevard & Moraga Street, Geary Boulevard & 22nd Avenue, and Geary Boulevard & 26th Avenue) that would be fully signalized instead through another project. He also said that he had read RRFBs were more effective than other types of beacons. Mr. Rutledge asked whether other locations in this project had been considered for full signalization.

Mr. Rewers replied that the locations in the RRFB project were identified as priorities through Walk First and that while identifying locations for RRFBs would not preclude full signalization, signals had a long lead time. He added that over the next six months, SFMTA intended to move forward quickly on projects that support Walk First and Vision Zero. Further, he said some of the electrical work done for RRFBs may be reused in subsequent signalization and that if the RRFBs were effective enough at slowing traffic, they might make signalization unnecessary in the future. He said SFMTA had seen resistance to new signals in some locations and RRFBs might be a way to add a safety treatment that was less invasive to neighborhoods.

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During public comment, Roland LeBrun asked how the SFMTA was currently operating without the proposed fall protection safety systems, since it seemed like something that would be required by workplace safety regulations. He also asked how these systems could cost as much money as estimated by the SFMTA.

Roger Bazeley commented that he was concerned that there were corridors where ladder-style crosswalks were applied inconsistently. He claimed that motorists respond better to a consistent pattern of crosswalk markings and that this should be prioritized.

Wells Whitney moved to approve this item. Eric Rutledge seconded the motion.

The motion was approved with a vote of 9 in favor, 0 opposed, and Santiago Lerma abstaining.

8. Adopt a Motion of Support for Programming of Up to $5,143,714 in Cycle 4 Lifeline Transportation Program (LTP) Funds to Two San Francisco Municipal Transportation Agency (SFMTA) Projects and Concurrence with Cycle 4 LTP Prop 1B Priorities as Submitted by SFMTA and the Bay Area Rapid Transit District – ACTION

Seon Joo Kim, Senior Transportation Planner for Policy and Programming, presented the item per the staff memorandum.

Brian Larkin asked about the timing of Cycle 1, and Ms. Kim responded that it was approved in 2006. Mr. Larkin commended the improved quality of the recommended projects.

Jacqualine Sachs asked why the Mobility Management project had not been recommended for Cycle 4 funding. Ms. Kim responded that the project had received a lower score than the top two projects but that the SFMTA was still proceeding with the project with other funds. Jonathan Rewers, Manager of Capital Financial Planning and Analysis at the SFMTA, added that the SFMTA was using Federal Transit Administration (FTA) New Freedom funds and working with the Transportation Authority to utilize remaining funds from a related previous LTP project. Raymon Smith asked about the level of certainty for securing the FTA funds, and Mr. Rewers responded that the MTC Commission approved the project as part of its regional recommendation.

Angela Minkin asked why the low-income focus was emphasized for the Transportation Authority’s ranking while it didn’t seem to be emphasized as much for transit operators’ LTP Prop 1B priorities. She stated that the Van Ness Avenue Bus Rapid Transit (BRT) project seemed to serve as a fund swap for the Geary Corridor BRT project. Mr. Rewers agreed that it was but affirmed that the Van Ness Avenue BRT would benefit Communities of Concern. Anna LaForte, Deputy Director for Policy and Programming, explained that the Transportation Authority’s LTP projects were selected through a competitive process while LTP Prop 1B projects were chosen at the transit operators’ discretion. Ms. Kim added that Communities of Concern were designated by MTC to represent areas with various transportation disadvantage factors, including the low-income and minority populations.

During public comment, Roger Bazeley expressed his concern that the Expanding Late Night Transit Service project should explicitly address security issues, especially for seniors and people with disabilities, and should consider expanding the lighting and CCTV monitoring systems.

Ms. Minkin moved to approve this item. Peter Tannen seconded the motion.

The motion was approved with a vote of 8 in favor, with Myla Ablog and Raymond Smith abstaining.

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9. Adopt a Motion of Support for Reprogramming of $10,227,540 in OneBayArea Grant Funds from the San Francisco Municipal Transportation Agency’s Masonic Avenue Complete Streets Project to the Light Rail Vehicle Procurement Project, with Conditions – ACTION

Amber Crabbe, Assistant Deputy Director for Policy and Programming, presented the item per the staff memorandum.

Peter Tannen commented that he supported the special condition to continue to monitor the Masonic project and asked why the dual sewer system was added to the project. Jonathan Rewers, Manager of Capital Financial Planning and Analysis at the San Francisco Municipal Transportation Agency (SFMTA), responded that city agencies were coordinating the underground work to the extent possible to save time and costs, especially given the five-year moratorium following street repaving. Brian Larkin asked if the dual system was a state requirement, and Mr. Rewers responded that he believed so but would follow up.

Eric Rutledge asked if this was a straight swap, and Ms. Crabbe responded it was.

Chair Waddling commented on the Light Rail Vehicle project’s low score compared to other OneBayArea (OBAG) projects. Ms. Crabbe responded that, despite its low score, it was an OBAG-eligible project, and the swap would enable the SFMTA to avoid potential delays to the Masonic project.

Wells Whitney moved to approve this item. Mr. Larkin seconded the motion.

There was no public comment. The motion was approved unanimously.

10. Shuttle Program Update – INFORMATION

Carli Paine, Transportation Demand Management (TDM) Manager at the San Francisco Municipal Transportation Agency (SFMTA), presented the item per the presentation included in the packet.

Wells Whitney asked if commuter shuttles had schedules and if they operated on fixed routes. Ms. Paine responded that the SFMTA asked how many stops were made and at which locations on a monthly basis. Mr. Whitney asked if the SFMTA tracked commuter shuttle vehicles while they were in San Francisco. Ms. Paine replied that the SFMTA did not track vehicles on an ongoing basis, but did use tracking data to follow up on complaints against specific vehicles. Mr. Whitney asked how many commuter shuttle vehicles were in operation on the road in San Francisco on an average day. Ms. Paine stated that she didn’t know since program placards were issued for any vehicle that could possibly be in San Francisco. She continued that if she had to guess, she would say 200 per day. Mr. Whitney suggested that the SFMTA collect data on how many shuttle vehicles were on the road as part of the pilot program.

Raymon Smith asked if the SFMTA had considered pre-approving routes for commute shuttles, thereby preventing routes running through particular communities. Ms. Paine responded that the SFMTA permit process asked about commuter shuttle routes so as not to compete with Muni routes. Ms. Paine continued that the SFMTA did not dictate shuttle routes.

Myla Ablog asked if the one dollar per day fee charged by the SFMTA was enough to cover the cost of the program since it cost $2.50 per ride on Muni. Ms. Paine replied that the shuttle pilot program was only recovering the cost of the SFMTA’s program and not the cost of the shuttle operations. Ms. Paine added that SFMTA costs included data management, administration, enforcement, signage, and pilot program development. Ms. Paine continued by

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saying that total program cost was allocated across all vehicle operates based on the number of stops anticipated by the operators and that this amount per stop was $3.55. She added that the SFMTA used GPS to track how many stops were in fact being made.

Ms. Ablog also voiced her concern over the costs of additional heavy vehicles on San Francisco roads and community impacts including increased rent and Ellis Act evictions. She asked what community impact metrics the SFMTA was studying related to these issues. Ms. Paine responded that the SFMTA pilot program was limited to examining transportation and environmental impacts and regulating shuttles, but would potentially partner with other agencies to look at related issues and solutions. Ms. Ablog added that the SFMTA should consider additional community impacts when examining transportation policy issues such as expanding transit service for the increased population in San Francisco.

Angela Minkin noted that she was interested in the additional costs to streets, and questioned how the SFMTA could operate the program on a cost recovery basis and not consider infrastructure costs.

Jacqualine Sachs voiced her support for relocating a commuter shuttle stop at Van Ness Avenue and Sacramento Street, and asked that the SFMTA take into consideration those Muni stops with a high frequency of senior and/or disabled riders when deciding on where to locate additional commuter shuttle stops.

Eric Rutledge asked if Ms. Paine expected demand for commuter shuttles to increase in the future. Ms. Paine responded that she expected demand would increase. Further, she mentioned that San Francisco and the Bay Area region both had commuter benefits ordinances, which discouraged employees from taking single-occupancy vehicle trips and might include commuter shuttle incentives. In addition, Ms. Paine noted, the number of employers with existing commuter shuttles were anticipated to grow over the next few years.

Mr. Rutledge then noted that the best option could be to have employees live close to where they work. He asked if the SFMTA was surveying riders and if the SFMTA had asked how many shuttle riders would live closer to their place of employment if the shuttles weren’t provided. Ms. Paine responded that the program did not include surveys at this point. She added that there was interest in encouraging other cities in the region to build more housing. Ms. Paine noted that the vacancy rates for the past quarter were lower in Silicon Valley than in San Francisco.

During public comment, Sue Vaughn, SFMTA Citizens Advisory Committee member, noted that there was a lawsuit against the pilot shuttle program. She added that if an environmental impact report (EIR) had been performed for this program, a lot of the current questions would have been answered, including how many cars the shuttles removed from the road and how many people were displaced from San Francisco. Ms. Vaughn also noted that the program was illegal and in violation of the California state vehicle code. She noted that an introduced bill, Assembly Bill 61, would amend the code to open bus stops to commuter shuttles. Ms. Vaughn commented that the pilot program was not answering the questions that an EIR would have answered.

Christine Rogers voiced her concerns over street wear, traffic congestion, safety, and neighborhood disruption. She noted that on her street one morning she counted over 50 buses and voiced her support for examining community impacts metrics. Ms. Rogers noted her interest to petition a reduction in the number of buses allowed on a street, limit the trips on one-way streets, and eliminate double-decker buses.

Andy Stadler voiced his support for the program and asked how much the residential locations

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of shuttle users were taken into consideration. He noted that the commuter shuttle stop he used at San Jose Avenue and 29th Street was just relocated and that he felt unsafe because of speeding traffic and a lack of crosswalks. Ms. Paine responded to Ms. Rogers’ point that the SFMTA had worked with shuttle operators to reduce congestion in Noe Valley and that she was hopeful that residents would see changes in commuter shuttle bus traffic through the neighborhood streets. She then noted that the stop at San Jose and 29th was relocated there from a location in front of a residential building, which the SFMTA tried to prevent. Ms. Paine added that capital improvements that were being considered at those stops would include crosswalk and visibility improvements.

Susan Phelan noted that she did not oppose commuter shuttles or people living in San Francisco and working in Silicon Valley. She added that commuter shuttles equated to the privatization of public transportation, and that if the city were to permit private operators then she would prefer that the drivers be treated as fairly as possible. Ms. Phelan noted specific concerns over the hours logged per day by drivers as a potential safety issue.

Roger Bazeley stated that last year Google used 480 vehicles for its commuter shuttle program. He voiced support to limit stops and routes by creating hubs for the commuter shuttles. Mr. Bazeley voiced concern over how the commuter shuttles operate on Van Ness Avenue as well as the operations of jitneys and tour buses in San Francisco. He added that increased traffic was causing delays in travel time.

Edward Mason noted that $75,000 in costs associated with the San Francisco County Transportation Authority’s commuter shuttles strategic analysis report were not recouped as part of the SFMTA’s fees to commuter shuttle operators. He also noted that a past Caltrans bay area express bus project was studied but never advanced. Mr. Mason added that the effort was led by Elizabeth Deakin at UC Berkeley and that friction between transit agencies led to the project being stalled. He added that earlier there were many violations but that the situation had improved. He voiced his concern over shuttle vehicles operating on Guerrero Street, which had a three-ton weight limit. Mr. Mason noted that motor vehicles tended to drive around commuter vehicles but not Muni buses when stopped. He added that RidePal was using school loading zones and the adjacent traffic lane for drop-offs.

Roland LeBrun voiced his support for the program. He asked if GPS allowed the SFMTA to identify specific vehicles. He asked for clarification as to whether the cost per stop per day was $1 or $3.55. He also invited Ms. Paine to San Jose to talk about the program in San Francisco.

Chair Waddling noted that he would take notes on this item to the Plans and Programs Committee. He offered that he would accept additional comments at the Transportation Authority’s public email address, [email protected].

11. Update on Hunters Point/Candlestick Transportation Planning – INFORMATION

Peter Albert, Urban Planning Initiatives Manager at the San Francisco Municipal Transportation Agency, presented the item per the staff memorandum.

Eric Rutledge asked what the parking policies would be for the new developments and whether there would be parking minimums or maximums. Mr. Albert replied that there would be no parking minimums and a maximum of one parking space per unit and that all parking would be unbundled from housing units. He added that 88% of new households in San Francisco did not have a car.

Chair Waddling expressed concern that the new developments would lack connections to the

10


existing Third Street corridor and asked what would be done to create interactions with the existing community. Mr. Albert replied that there would be high-frequency buses to the core of the Third Street corridor on Palou Street. He said that there would also be a new bike path one block south of Palou Street.

During public comment, Roland LeBrun commented that he would recommend to the Valley Transportation Authority that they invite Mr. Albert to speak. He went on to comment that there was too much emphasis on the Bayshore Caltrain station and that more focus should be paid to the Oakdale station. He said that it seemed like the expectation was that residents of the Hunters Point-area developments would travel south on Caltrain, yet he claimed northbound Caltrain would provide better service than the Muni T-Third line.

Roger Bazeley asked about the possibility of alleviating traffic with a new bridge across the bay at Hunters Point. Mr. Albert replied that a second Transbay tube was anticipated somewhere north of Hunters Point.

The CAC lost quorum at 8:06 p.m. The meeting was adjourned.

12. Major Capital Projects Update – I-80/Yerba Buena Island Interchange Improvement Project – INFORMATION

This item was tabled due to time constraints.

13. Introduction of New Business – INFORMATION

Jacqualine Sachs requested that the CAC receive updates on the Presidio Parkway and Central Subway projects.

14. Public Comment

During public comment, a commenter recommended reading the Mountain View Voice and other peninsula newspapers to learn about land use policies and attitudes that the commenter claimed impacted San Francisco.

Ed Mason commented that commuter shuttles were causing damage to the roadway when they bottomed out at 21st Street and Chattanooga Street. He said that bike racks on the back of the shuttles obscured the identification decals. He suggested that the San Francisco Municipal Transportation Agency require identification decals on all four sides of the shuttles.

Roger Bazeley commented a friend had been killed by a transit bus. He said that if shuttles help multimodal goals then they should be considered part of the transportation system. He went on that due to a disability he needed to use a car and that it was difficult to see bicyclists when their lights weren’t working. He suggested requiring additional reflective materials. He further added that Lyft and Uber vehicles also contribute to a very complex scene for drivers to observe.

15. Adjournment

Quorum was lost at 8:06 p.m.

11

This Page Intentionally Left Blank

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In managing its investment program, the Transportation Authority observes the “Prudent Investor” standard as stated in Government Code Section 53600.3, applied in the context of managing an overall portfolio. Investments are to be made with care, skill, prudence and diligence, taking into account the prevailing circumstances, including, but not limited to general economic conditions, the anticipated needs of the Transportation Authority and other relevant factors that a prudent person acting in a fiduciary capacity and familiar with those matters would use in the stewardship of funds of a like character and purpose.

The primary objectives, in priority order, for the Transportation Authority’s investment activities are:

1) Safety. Safety of the principal is the foremost objective of the investment program. Investments of the Transportation Authority will be undertaken in a manner that seeks to ensure preservation of the principal of the funds under its control.

2) Liquidity. The Transportation Authority’s investment portfolio will remain sufficiently liquid to enable the Transportation Authority to meet its reasonably anticipated cash flow requirements.

3) Return on Investment. The Transportation Authority’s investment portfolio will be managed with the objective of attaining a market rate of return throughout budgetary and economic cycles commensurate with the Transportation Authority’s investment risk parameters and the cash flow characteristics of the portfolio.

Permitted investment instruments are specifically listed in the Transportation Authority’s Investment Policy, and include the San Francisco City and County Treasury Pool, certificates of deposit, and money market funds.

DISCUSSION

The purpose of this memorandum is to provide the Finance Committee with the Internal Accounting Report and the Investment Report for the FY 2014/15 period ending December 31, 2014.

The Balance Sheet, Table 1, presents assets, liabilities, and fund balances as of December 31, 2014. Cash, deposits and investments total to $88.8 million as of December 31, 2014. Other assets total $55.6 million and includes $15.1 million of program receivable mainly related to grant reimbursements for the I-80/Yerba Buena Island Interchange Improvement Project, $10.7 million in an intergovernmental loan receivable from the Treasure Island Development Authority for the repayment of preliminary engineering and design costs for the Yerba Buena Island Interchange Improvement Project, and $17.5 million in sales tax receivable. Fifty percent of the outstanding loan balance will be repaid in the spring of 2015. Liabilities total $177.6 million as of December 31, 2014 and include an outstanding commercial paper repayment obligation of $135 million.

There is a negative of $33.7 million in total fund balances, which is largely the result of how multi-year programming commitments are accounted for. Sales tax revenues, grant reimbursements and debt proceeds collected for the remaining months in FY 2014/15 will fully fund this difference. This amount is obtained as follows: $81,580 of nonspendable (prepaid expenditures) fund balance, $342,674 is restricted for debt service, $14.1 million is restricted for capital projects, and $48.2 million is an unassigned negative fund balance. The unassigned negative fund balance reflects grant-funded capital projects that are scheduled to be implemented over the course of several fiscal years. The commitments are multi-year commitments and are funded with non-current (i.e. future) revenues. Commitments of future revenues are tracked through the grant administration process, and there is no issue with the availability of future revenues to honor them. A negative fund balance is a result of how these commitments are accounted for, and it does not affect the viability of the projects or grants. In

14


addition, the Transportation Authority does not hold or retain title for the projects it has constructed or for the vehicles and system improvements purchased with sales tax funds, which can result in a negative position. This reporting of all legal funding commitments without the corresponding revenue or assets creates or largely contributes to the $48.2 million unassigned negative fund balance.

TABLE 1

The Statement of Revenues, Expenditures, and Changes in Fund Balances with Budget Comparison compares budget to actual levels for revenues and expenditures for the first half of the fiscal year. Sales tax revenues and vehicle registration fees total $49.6 million and $2.5 million, respectively for the six months ending December 31, 2014 and program revenues total $22.5 million.

As of December 31, 2014, the Transportation Authority incurred $64.1 million of expenditures. Expenditures included $59.4 million in capital projects costs, $303,972 in interest and fiscal charges, and $4.4 million for personnel and non-personnel expenditures.

Vehicle Treasure IslandCongestion Transportation Registration Fee Mobility

Sales Management Fund for Transportation ManagementTax Agency For Clean Air Improvements Agency

Program Programs Program Program Program TotalAssets:

Cash in bank 3,300,585$ -$ 1,589,159$ 13,033,326$ -$ 17,923,070$ Deposits and investments with City Treasurer 70,503,189 - - - - 70,503,189 Restricted investments with fiscal agent 342,674 - - - - 342,674 Sales tax receivable 17,451,925 - - - - 17,451,925 Vehicle registration fee receivable - - - 843,311 - 843,311 Interest receivable from

City and County of San Francisco 76,599 - - - - 76,599 Program receivables - 15,070,933 - - 162,795 15,233,728 Receivable from the

City and County of San Francisco - 971,318 - - 102,850 1,074,168 Other receivables 3,959 - - - - 3,959 Intergovernmental loan receivable 10,654,600 - - - - 10,654,600 Due from other funds 10,226,854 - - - - 10,226,854 Prepaid costs and deposits 81,580 - - - - 81,580

Total assets 112,641,965$ 16,042,251$ 1,589,159$ 13,876,637$ 265,645$ 144,415,657$

Liabilities, Deferred Inflows of Resources and Fund Balances (Deficit):Liabilities:

Accounts payable 24,842,566$ 6,504,438$ 33,539$ 773,589$ 103,000$ 32,257,132$ Accrued salaries and taxes 116,724 - - - - 116,724 Interest payable 19,139 - - - - 19,139 Due to other funds - 9,537,813 428,614 111,441 148,986 10,226,854 Commercial paper notes payable 135,000,000 - - - - 135,000,000

Total liabilities 159,978,429 16,042,251 462,153 885,030 251,986 177,619,849

Deferred Inflows of Resources:Unavailable program revenues 463,368 - - - - 463,368

Fund Balances (Deficit):Nonspendable 81,580 - - - - 81,580 Restricted for:

Debt service 342,674 - - - - 342,674 Capital projects - - 1,127,006 12,991,607 13,659 14,132,272

Unassigned (48,224,086) - - - - (48,224,086)

Total fund balances (deficit) (47,799,832) - 1,127,006 12,991,607 13,659 (33,667,560)$ Total liabilities, deferred inflows of resources and fund balances (deficit) 112,641,965$ 16,042,251$ 1,589,159$ 13,876,637$ 265,645$

SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY

Balance Sheet (Unaudited)Governmental FundsDecember 31, 2014

Internal Accounting Report

15


TABLE 2

For the six months ending December 31, 2014, revenues were lower than budgetary estimates by $2.6 million for all of the Transportation Authority’s programs. The decrease in revenue is mainly related to the mix of more sales tax, less regional revenues collected, less investment income earned due to decreases in interest rates and the outstanding first loan repayment from TIDA (repayment expected in spring 2015). Total expenditures were less than the budgetary estimates by $48.6 million. This amount includes a favorable variance of $385,514 for non-personnel expenditures, $589,328 of interest and fiscal charges, and $47.9 million in capital project costs. The budget for personnel expenditures does not reflect the additional eight staff positions approved in the staff reorganization plan approved by the Board in May 2014. At the end of the second quarter, two of the eight positions were filled and the personnel expenditures budgeted amount will be adjusted in the mid-year budget amendment. The variance in capital project costs is due to costs from project sponsors that have not yet been received by the Transportation Authority for the first and second quarters. Consistent with prior year patterns, Transportation Authority staff anticipates a higher level of Prop K reimbursement requests during the next quarters.

As of December 31, 2014, approximately 79.4% of the Transportation Authority’s investable assets were invested in the City and County of San Francisco Treasury Pool. Other investment assets include a money market investment pool held by US Bank per the terms of the Transportation Authority’s Commercial Paper indenture. These investments are in compliance with both the California Government Code and the Transportation Authority’s Board-adopted Investment Policy, and provide sufficient liquidity to meet expenditures requirements for the next six months. Attachment 1 is the most recent investment report furnished by the Office of the Treasurer.

Vehicle Treasure IslandCongestion Transportation Registration Fee Mobility Variance With

Sales Management Fund for Transportation Management Final BudgetTax Agency For Clean Air Improvements Agency Positive

Program Programs Program Program Program Total Budget (Negative)

Revenues:Sales tax 49,619,809$ -$ -$ -$ -$ 49,619,809$ 45,913,096$ 3,706,713$ Vehicle registration fee - - - 2,470,184 - 2,470,184 2,363,859 106,325 Investment income 170,116 - 1,019 2,143 - 173,278 196,003 (22,725) Program revenues - 21,877,430 379,836 - 265,645 22,522,911 26,067,715 (3,544,804) Other 6,374 - - - - 6,374 2,837,610 (2,831,236)

Total revenues 49,796,299 21,877,430 380,855 2,472,327 265,645 74,792,556 77,378,283 (2,585,727)

Expenditures:Current - transportation and capital projects:

Personnel expenditures 2,500,250 538,498 9,689 31,510 109,329 3,189,276 2,987,885 201,391 Non-personnel expenditures 1,198,660 5,697 - 49 195 1,204,601 1,590,115 (385,514) Capital project costs 38,852,069 19,900,858 642 474,710 142,462 59,370,741 107,246,480 (47,875,739)

Debt serviceInterest and fiscal charges 303,972 - - - - 303,972 893,300 (589,328)

Total expenditures 42,854,951 20,445,053 10,331 506,269 251,986 64,068,590 112,717,780 (48,649,190)

Excess (deficiency) of revenues over (under) expenditures 6,941,348 1,432,377 370,524 1,966,058 13,659 10,723,966 (35,339,497) 46,063,463

Other financing sources (uses):Transfers in 1,432,377 - - - - 1,432,377 1,070,015 362,362 Transfers out - (1,432,377) - - - (1,432,377) (1,070,015) (362,362)

Total other financing sources (uses) 1,432,377 (1,432,377) - - - - - -

Net change in fund balances 8,373,725 - 370,524 1,966,058 13,659 10,723,966 (35,339,497)$ 46,063,463$

Fund balances (deficit), beginning of year (56,173,557) - 756,482 11,025,549 - (44,391,526)

Fund balances (deficit), end of December 31 (47,799,832)$ -$ 1,127,006$ 12,991,607$ 13,659$ (33,667,560)$

SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITYInternal Accounting Report

Statement of Revenues, Expenditures, and Changes in Fund Balances with Budget Comparison (Unaudited)

Governmental Funds

For the Six Months Ending December 31, 2014

16


ALTERNATIVES

Not applicable – This is an information item.

CAC POSITION


FINANCIAL IMPACTS


RECOMMENDATION


Attachment:

1. Investment Report for December 31, 2014

17

Office of the Treasurer & Tax CollectorCity and County of San Francisco

Pauline Marx, Chief Assistant TreasurerMichelle Durgy, Chief Investment Officer

Investment Report for the month of December 2014

The Honorable Edwin M. Lee The Honorable Board of SupervisorsMayor of San Francisco City and County of San FranicscoCity Hall, Room 200 City Hall, Room 2441 Dr. Carlton B. Goodlett Place 1 Dr. Carlton B. Goodlett PlaceSan Francisco, CA 94102-4638 San Francisco, CA 94102-4638

Ladies and Gentlemen,

In accordance with the provisions of California State Government Code, Section 53646, we forward this report detailingthe City's pooled fund portfolio as of December 31, 2014. These investments provide sufficient liquidity to meet expenditurerequirements for the next six months and are in compliance with our statement of investment policy and California Code.

This correspondence and its attachments show the investment activity for the month of December 2014 for the portfoliosunder the Treasurer's management. All pricing and valuation data is obtained from Interactive Data Corporation.

CCSF Pooled Fund Investment Earnings Statistics *Current Month Prior Month

(in $ million) Fiscal YTD December 2014 Fiscal YTD November 2014Average Daily BalanceNet EarningsEarned Income Yield

CCSF Pooled Fund Statistics *(in $ million) % of Book Market Wtd. Avg. Wtd. Avg.

José Cisneros, Treasurer

January 15, 2015

5,844$ 22.66 0.77%

6,436$ 3.85

0.70%

5,724$ 18.81 0.78%

5,940$ 3.66

0.75%

(in $ million) % of Book Market Wtd. Avg. Wtd. Avg.Investment Type Portfolio Value Value Coupon YTM WAMU.S. TreasuriesFederal AgenciesState & Local Government Agency ObligationsPublic Time DepositsNegotiable CDsCommercial PaperMedium Term NotesMoney Market Funds

Totals

In the remainder of this report, we provide additional information and analytics at the security-level and portfolio-level, asrecommended by the California Debt and Investment Advisory Commission.

Very truly yours,

José CisnerosTreasurer

cc: Treasury Oversight Committee: Aimee Brown, Ronald Gerhard, Joe Grazioli, Charles PerlBen Rosenfield, Controller, Office of the ControllerTonia Lediju, Internal Audit, Office of the ControllerCynthia Fong, Deputy Director for Finance & Administration, San Francisco County Transportation AuthorityCarol Lu, Budget AnalystSan Francisco Public Library

* Please see last page of this report for non-pooled funds holdings and statistics.

0.76%694100.0% 6,585.0$ 6,581.2$ 0.86% 0.72%

50.1 50.1 0.04% 0.04% 19.97% 661.2 656.2 1.19% 0.45% 2713.80% 250.0 250.0 0.00% 0.17% 16

0.43% 0.43%

6870.01% 0.5 0.5 0.46%2.73% 181.2 179.6 1.42% 0.92%

68632

0.46%6.31% 415.5 415.3

City Hall - Room 140 ● 1 Dr Carlton B. Goodlett Place ● San Francisco, CA 94102-4638

Telephones: 415-554-4487 & 415-554-5210 ● Facsimile: 415-554-4672

10.06% 659.9$ 662.1$ 1.11% 1.05% 62766.36% 4,366.7 4,367.4 0.85% 0.77% 821

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11/30/201412/31/2014

December 31, 2014 City and County of San Francisco 3

20

Yield Curves

5.0

U.S. Treasury Yield Curves

0.0

1.0

2.0

3.0

4.0

5.0

Dec. 2013

Jan. 2014

Feb. 2014

Mar. 2014

Apr. 2014

May. 2014

Jun. 2014

Jul. 2014

Aug. 2014

Sep. 2014

Oct. 2014

Nov. 2014

Dec. 2014

Yields (%) on Benchmark Indices

5 Year Treasury Notes3 Month LIBOR3 Month Treasury Bills

Source: Bloomberg

11/28/14 12/31/14 Change3 Month 0.010 0.036 0.02546 Month 0.066 0.117 0.0508

1 Year 0.117 0.213 0.09652 Year 0.469 0.665 0.19603 Year 0.848 1.070 0.22195 Year 1.481 1.653 0.1723

0.0

1.0

2.0

3.0

4.0

5.0

3M 6M 1Y 2Y 3Y 5Y

Yie

ld (%

)

Maturity (Y = "Years")

11/28/201412/31/2014

Source: Bloomberg

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Age

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Age

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Age

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Age

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Age

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Age

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Age

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Age

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x 2-

20-1

5.do

cx

Page

2 o

f 8

Bill

#

Aut

hor

Des

crip

tion

St

atus

P

osit

ion

Com

men

ts

AB

8

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Gat

to D

(D

ist 4

3)

Em

erge

ncy

serv

ices

: hit

-and

-run

inci

dent

s.

Wou

ld a

utho

rize

a la

w e

nfor

cem

ent a

genc

y to

issu

e a

Yel

low

Ale

rt if

a

pers

on h

as b

een

kille

d or

has

suf

fere

d se

riou

s bo

dily

inju

ry d

ue to

a

hit-

and-

run

inci

dent

and

the

law

enf

orce

men

t age

ncy

has

spec

ified

in

form

atio

n co

ncer

ning

the

susp

ect o

r th

e su

spec

t’s v

ehic

le. T

he b

ill

wou

ld r

equi

re th

e D

epar

tmen

t of

the

Cal

iforn

ia H

ighw

ay P

atro

l to

activ

ate

a Y

ello

w A

lert

with

in th

e re

ques

ted

geog

raph

ic a

rea

upon

re

ques

t if

it co

ncur

s w

ith th

e la

w e

nfor

cem

ent a

genc

y th

at s

peci

fied

requ

irem

ents

are

met

.

Ass

embl

y

Tra

nspo

rtat

ion

Supp

ort

T

his

bill

expa

nds

the

Am

ber

Ale

rt

syst

em to

cre

ate

a ne

w y

ello

w a

lert

to

call

atte

ntio

n to

hit

and

run

inci

dent

s w

hen

a pe

rson

die

s or

suf

fers

bod

ily

harm

.

AB

23

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Pat

ters

on R

(D

ist 2

3)

Cal

ifor

nia

Glo

bal W

arm

ing

Solu

tion

s A

ct o

f 200

6: m

arke

t-ba

sed

com

plia

nce

mec

hani

sms:

exe

mpt

ion.

T

he C

alifo

rnia

Glo

bal W

arm

ing

Solu

tions

Act

of

2006

aut

hori

zes

the

Stat

e A

ir R

esou

rces

Boa

rd to

incl

ude

the

use

of m

arke

t-ba

sed

com

plia

nce

mec

hani

sms.

Cur

rent

sta

te b

oard

reg

ulat

ions

req

uire

sp

ecifi

ed e

ntiti

es to

com

ply

with

a m

arke

t-ba

sed

com

plia

nce

mec

hani

sm b

egin

ning

Jan

uary

1, 2

013,

and

req

uire

add

ition

al

spec

ified

ent

ities

to c

ompl

y w

ith th

at m

arke

t-ba

sed

com

plia

nce

mec

hani

sm b

egin

ning

Jan

uary

1, 2

015.

Thi

s bi

ll w

ould

inst

ead

exem

pt th

ose

cate

gori

es o

f pe

rson

s or

ent

ities

that

did

not

hav

e a

com

plia

nce

oblig

atio

n, a

s de

fined

, und

er a

mar

ket-

base

d co

mpl

ianc

e m

echa

nism

beg

inni

ng J

anua

ry 1

, 201

3, f

rom

bei

ng s

ubje

ct to

that

m

arke

t-ba

sed

com

plia

nce

mec

hani

sm th

roug

h D

ecem

ber

31, 2

020.

Ass

embl

y

Nat

ural

R

esou

rces

Opp

ose

T

his

bill

wou

ld p

ostp

one

the

effe

ctiv

e da

te o

f th

e im

posi

tion

of C

ap a

nd

Tra

de e

mis

sion

reg

ulat

ions

on

fuel

fr

om 2

015

to 2

020

sche

dule

d fo

r th

e tr

ansp

orta

tion

fuel

s sy

stem

. T

he a

utho

r is

con

cern

ed th

at th

e pu

blic

w

ill b

e su

bjec

t to

a sp

ike

in f

uel p

rices

. H

owev

er, t

he e

ffec

t of

the

defe

rral

will

be

to r

educ

e C

ap a

nd T

rade

auc

tion

reve

nues

.

AB

24

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Naz

aria

n (D

) (D

ist 4

6)

Exi

stin

g la

w, o

pera

tive

on J

uly

1, 2

015,

impo

ses

spec

ified

add

ition

al

requ

irem

ents

for

liab

ility

insu

ranc

e co

vera

ge o

n tr

ansp

orta

tion

netw

ork

com

pani

es, a

s de

fined

, and

thei

r pa

rtic

ipat

ing

driv

ers.

Thi

s bi

ll w

ould

dec

lare

the

inte

nt o

f th

e L

egis

latu

re to

ena

ct le

gisl

atio

n th

at p

rom

otes

pub

lic s

afet

y re

latin

g to

tran

spor

tatio

n ne

twor

k co

mpa

nies

.

Ass

embl

y P

rint

New

–

Rec

omm

end

Wat

ch

Spot

bill

. Int

ende

d to

fur

ther

dev

elop

th

e ex

istin

g tr

ansp

orta

tion

netw

ork

com

pany

reg

ulat

ory

stat

utes

.

40

San

Fra

ncis

co C

ount

y T

rans

port

atio

n A

utho

rity

Feb

ruar

y 20

15

M:\

Boa

rd\B

oard

Mee

ting

s\20

15\M

emos

\02

Feb\

SFCT

A M

atri

x 2-

20-1

5.do

cx

Page

3 o

f 8

Bill

#

Aut

hor

Des

crip

tion

St

atus

P

osit

ion

Com

men

ts

AB

28

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Chu

D

(Dis

t 25)

Bic

ycle

saf

ety:

rea

r lig

hts.

C

urre

nt la

w r

equi

res

that

a b

icyc

le o

pera

ted

duri

ng d

arkn

ess

upon

a

high

way

, a s

idew

alk

whe

re b

icyc

le o

pera

tion

is n

ot p

rohi

bite

d by

the

loca

l jur

isdi

ctio

n, o

r a

bike

way

, as

defin

ed, b

e eq

uipp

ed w

ith a

red

re

flect

or o

n th

e re

ar th

at is

vis

ible

fro

m a

dis

tanc

e of

500

fee

t to

the

rear

whe

n di

rect

ly in

fro

nt o

f la

wfu

l upp

er b

eam

s of

hea

dlam

ps o

n a

mot

or v

ehic

le. T

his

bill

wou

ld in

stea

d re

quir

e th

at a

bic

ycle

ope

rate

d un

der

thos

e ci

rcum

stan

ces

be e

quip

ped

with

a w

hite

fla

shin

g lig

ht

on th

e re

ar th

at is

vis

ible

fro

m a

dis

tanc

e of

500

fee

t to

the

rear

w

hen

dire

ctly

in f

ront

of

law

ful u

pper

bea

ms

of h

eadl

amps

on

a m

otor

veh

icle

, or,

in li

eu o

f th

e w

hite

fla

shin

g lig

ht, r

efle

ctiv

e ge

ar

wor

n by

the

bicy

clis

t.

Ass

embl

y

Tra

nspo

rtat

ion

Wat

ch

Thi

s is

a n

ew a

ppro

ach

to b

ike

safe

ty

that

wou

ld r

equi

re r

efle

ctiv

e cl

othi

ng o

r fla

shin

g lig

hts

in li

eu o

f re

flect

ive

light

s.

AB

40

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Tin

g D

(D

ist 1

9)

Gol

den

Gat

e B

ridg

e: s

idew

alk

fees

. C

urre

nt la

w e

stab

lishe

s br

idge

and

hig

hway

dis

tric

ts a

nd v

ario

us

regi

onal

tran

spor

tatio

n au

thor

ities

and

tran

sit d

istr

icts

, inc

ludi

ng th

e G

olde

n G

ate

Brid

ge, H

ighw

ay a

nd T

rans

port

atio

n D

istr

ict,

and

pres

crib

es th

e po

wer

s an

d du

ties

of th

e di

stri

ct, i

nclu

ding

the

pow

er

to f

ix a

nd c

olle

ct a

ll to

lls f

or th

e us

e of

the

dist

rict

's pr

oper

ty. T

his

bill

wou

ld p

rohi

bit t

he d

istr

ict f

rom

fix

ing

or c

olle

ctin

g an

y to

lls o

r ac

cess

fee

s fo

r pe

dest

rian

and

bic

yclis

t use

of

the

Gol

den

Gat

e B

ridg

e si

dew

alks

.

Ass

embl

y

Tra

nspo

rtat

ion

Wat

ch

Thi

s m

easu

re w

ould

pro

hibi

t the

G

olde

n G

ate

Brid

ge, H

ighw

ay, a

nd

Tra

nspo

rtat

ion

Dis

tric

t fro

m im

posi

ng

tolls

or

fees

on

pede

stri

an o

r bi

cycl

ists

fo

r us

e of

the

brid

ge s

idew

alks

.

AB

61

Intr

oduc

ed:

12/1

2/20

14

pdf

htm

l

Alle

n R

(D

ist 7

2)

Shut

tle

serv

ices

: loa

ding

and

unl

oadi

ng o

f pas

seng

ers.

T

he b

ill w

ould

allo

w lo

cal a

utho

ritie

s to

per

mit

shut

tle s

ervi

ce

vehi

cles

, as

defin

ed, t

o st

op f

or th

e lo

adin

g or

unl

oadi

ng o

f pa

ssen

gers

alo

ngsi

de c

urb

spac

es u

pon

agre

emen

t bet

wee

n a

tran

sit

syst

em o

pera

ting

buse

s en

gage

d as

com

mon

car

rier

s in

loca

l tr

ansp

orta

tion

and

a sh

uttle

ser

vice

pro

vide

r.

Ass

embl

y T

rans

port

atio

nN

ew –

R

ecom

men

d O

ppos

e

Thi

s bi

ll w

ould

aut

hori

ze a

tran

sit

agen

cy a

nd a

shu

ttle

ser

vice

pro

vide

r to

un

dert

ake

an a

gree

men

t tha

t spe

lls o

ut

the

use

of c

urb

spac

e ne

ar tr

ansi

t sto

ps,

and

for

the

loca

l age

ncy

to p

erm

it th

is

use.

T

he a

ppro

ach

is m

odel

ed a

fter

cur

rent

pr

oces

s fo

r sc

hool

bus

es to

sto

p ne

ar

tran

sit f

acili

ties.

41

San

Fra

ncis

co C

ount

y T

rans

port

atio

n A

utho

rity

Feb

ruar

y 20

15

M:\

Boa

rd\B

oard

Mee

ting

s\20

15\M

emos

\02

Feb\

SFCT

A M

atri

x 2-

20-1

5.do

cx

Page

4 o

f 8

Bill

#

Aut

hor

Des

crip

tion

St

atus

P

osit

ion

Com

men

ts

AB

162

In

trod

uced

: 1/

21/2

015

pdf

htm

l

Rod

rigu

ez D

(D

ist 5

2)

Stat

e hi

ghw

ays:

wro

ng-w

ay d

rivi

ng.

Wou

ld r

equi

re th

e D

epar

tmen

t of

Tra

nspo

rtat

ion,

in c

onsu

ltatio

n w

ith th

e D

epar

tmen

t of

Mot

or V

ehic

les,

to in

itiat

e a

12-m

onth

st

udy

on w

rong

-way

driv

ing

on s

tate

hig

hway

s. T

he b

ill w

ould

re

quire

the

stud

y to

inco

rpor

ate

findi

ngs

and

reco

mm

enda

tions

to

the

appr

opri

ate

polic

y an

d fis

cal c

omm

ittee

s of

the

Leg

isla

tion,

in

clud

ing

solu

tions

to r

educ

e th

e nu

mbe

r of

inst

ance

s of

wro

ng-w

ay

driv

ing

and

a pr

opos

ed s

ched

ule

for

impl

emen

tatio

n of

thos

e so

lutio

ns. T

he b

ill w

ould

mak

e re

late

d fin

ding

s an

d de

clar

atio

ns.

Thi

s bi

ll co

ntai

ns o

ther

rel

ated

pro

visi

ons.

Ass

embl

y P

rint

New

-

Rec

omm

end

Wat

ch

Thi

s bi

ll w

ould

initi

ate

a fo

rmal

ized

an

alys

is b

y C

altr

ans

on w

rong

-way

dr

ivin

g.

AB

194

In

trod

uced

: 1/

28/2

015

pdf

htm

l

Fra

zier

D

(Dis

t 11)

Hig

h-oc

cupa

ncy

toll

lane

s.

Wou

ld d

elet

e th

e re

quire

men

t tha

t hig

h-oc

cupa

ncy

toll

(HO

T) l

anes

fa

cilit

ies

be c

onsi

sten

t with

the

esta

blis

hed

stan

dard

s, r

equi

rem

ents

, an

d lim

itatio

ns th

at a

pply

to s

peci

fied

faci

litie

s an

d w

ould

inst

ead

requ

ire th

e C

alifo

rnia

Tra

nspo

rtat

ion

Com

mis

sion

to e

stab

lish

guid

elin

es f

or th

e de

velo

pmen

t and

ope

ratio

n of

the

faci

litie

s ap

prov

ed b

y th

e co

mm

issi

on o

n or

aft

er J

anua

ry 1

, 201

6, s

ubje

ct to

sp

ecifi

ed m

inim

um r

equi

rem

ents

. The

bill

wou

ld p

rovi

de th

at th

ese

prov

isio

ns d

o no

t aut

hori

ze th

e co

nver

sion

of

any

exis

ting

nont

oll

or n

onus

er-f

ee la

nes

into

tolle

d or

use

r-fe

e la

nes,

exc

ept t

hat a

hig

h-oc

cupa

ncy

vehi

cle

lane

may

be

conv

erte

d in

to a

hig

h-oc

cupa

ncy

toll

lane

pur

suan

t to

its p

rovi

sion

s.

Ass

embl

y P

rint

New

-R

ecom

men

d Su

ppor

t

The

aut

hor

intr

oduc

ed th

is b

ill f

or th

e Se

lf-H

elp

Cou

ntie

s C

oalit

ion

to

prov

ide

auth

ority

for

the

Stat

e an

d re

gion

al tr

ansp

orta

tion

agen

cies

to

deve

lop

and

oper

ate

toll

faci

litie

s.

As

draf

ted,

the

bill

requ

ires

a r

egio

nal

agen

cy to

con

sult

with

any

loca

l tr

ansp

orta

tion

auth

ority

with

ju

risdi

ctio

n ov

er th

e pl

anne

d fa

cilit

y. W

e ar

e in

tere

sted

in

stre

ngth

enin

g th

at la

ngua

ge to

ens

ure

a m

eani

ngfu

l rol

e fo

r us

in a

ny p

lann

ed

faci

lity.

W

e ar

e re

com

men

ding

sup

port

bec

ause

th

e bi

ll w

ould

est

ablis

h a

proc

ess

thro

ugh

whi

ch th

e M

etro

polit

an

Tra

nspo

rtat

ion

Com

mis

sion

(MT

C),

in

cons

ulta

tion

with

the

Tra

nspo

rtat

ion

Aut

horit

y, c

ould

con

side

r an

y pr

opos

ed

tolle

d la

nes

in th

e ci

ty.

Our

Fre

eway

C

orri

dor

Man

agem

ent S

trat

egy

will

in

form

San

Fra

ncis

co’s

pos

ition

on

this

to

pic.

The

bill

wou

ld a

lso

supp

ort

MT

C’s

pro

pose

d re

gion

al e

xpre

ss la

ne

netw

ork.

42

San

Fra

ncis

co C

ount

y T

rans

port

atio

n A

utho

rity

Feb

ruar

y 20

15

M:\

Boa

rd\B

oard

Mee

ting

s\20

15\M

emos

\02

Feb\

SFCT

A M

atri

x 2-

20-1

5.do

cx

Page

5 o

f 8

Bill

#

Aut

hor

Des

crip

tion

St

atus

P

osit

ion

Com

men

ts

AB

227

In

trod

uced

: 2/

3/20

15

pdf

htm

l

Ale

jo D

(D

ist 3

0)

Tra

nspo

rtat

ion

fund

ing.

T

he b

ill w

ould

add

ress

a r

ange

of

tran

spor

tatio

n fin

ance

issu

es, a

s fo

llow

s: 1

) wou

ld r

equi

re a

ll pr

ior

tran

sfer

s fr

om tr

ansp

orta

tion

acco

unts

to th

e G

ener

al F

und

be r

epai

d by

201

8; 2

) rep

eals

the

dedi

catio

n of

truc

k w

eigh

t fee

s to

fun

d ge

nera

l fun

d co

sts

for

tran

spor

tatio

n bo

nd d

ebt s

ervi

ce; 3

) rec

aptu

res

non-

Art

icle

hig

hway

ac

coun

t rev

enue

s fo

r hi

ghw

ay p

urpo

ses;

and

4) e

xten

ds p

ublic

pr

ivat

e pa

rtne

rshi

p pr

ogra

m (P

3) to

an

unsp

ecifi

ed n

ew d

ate.

Ass

embl

y P

rint

New

–

Rec

omm

end

Wat

ch

Thi

s is

the

auth

or’s

att

empt

to r

esto

re

tran

spor

tatio

n fu

ndin

g th

at h

ad

prev

ious

ly b

een

tran

sfer

red

to s

tate

ge

nera

l fun

d pu

rpos

es a

nd to

po

tent

ially

ext

end

the

P3

prog

ram

.

SB 1

In

trod

uced

: 12

/1/2

014

pdf

htm

l

Gai

nes

R

(Dis

t 1)

Cal

ifor

nia

Glo

bal W

arm

ing

Solu

tion

s A

ct o

f 200

6: m

arke

t-ba

sed

com

plia

nce

mec

hani

sms:

exe

mpt

ion.

T

he C

alifo

rnia

Glo

bal W

arm

ing

Solu

tions

Act

of

2006

aut

hori

zes

the

Stat

e A

ir R

esou

rces

Boa

rd to

incl

ude

the

use

of m

arke

t-ba

sed

com

plia

nce

mec

hani

sms.

Cur

rent

sta

te b

oard

reg

ulat

ions

req

uire

sp

ecifi

ed e

ntiti

es to

com

ply

with

a m

arke

t-ba

sed

com

plia

nce

mec

hani

sm b

egin

ning

Jan

uary

1, 2

013,

and

req

uire

add

ition

al

spec

ified

ent

ities

to c

ompl

y w

ith th

at m

arke

t-ba

sed

com

plia

nce

mec

hani

sm b

egin

ning

Jan

uary

1, 2

015.

Thi

s bi

ll in

stea

d w

ould

ex

empt

cat

egor

ies

of p

erso

ns o

r en

titie

s th

at d

id n

ot h

ave

a co

mpl

ianc

e ob

ligat

ion,

as

defin

ed, u

nder

a m

arke

t-ba

sed

com

plia

nce

mec

hani

sm b

egin

ning

Jan

uary

1, 2

013,

fro

m b

eing

sub

ject

to th

at

mar

ket-

base

d co

mpl

ianc

e m

echa

nism

.

Sena

te

Env

iron

men

tal

Qua

lity

Opp

ose

T

his

bill

wou

ld e

limin

ate

the

exte

nsio

n of

Cap

and

Tra

de e

mis

sion

reg

ulat

ions

sc

hedu

led

for

the

tran

spor

tatio

n fu

els

syst

em.

Diff

ers

from

AB

23

as th

is b

ill

perm

anen

tly p

rohi

bits

the

Cap

and

T

rade

reg

ulat

ions

fro

m a

ffec

ting

the

fuel

s se

ctor

.

SB 5

In

trod

uced

: 12

/1/2

014

pdf

htm

l

Vid

ak R

(D

ist 1

4)

Cal

ifor

nia

Glo

bal W

arm

ing

Solu

tion

s A

ct o

f 200

6: m

arke

t-ba

sed

com

plia

nce

mec

hani

sms:

exe

mpt

ion.

U

nder

the

Cal

iforn

ia G

loba

l War

min

g So

lutio

ns A

ct o

f 20

06,

curr

ent S

tate

Air

Res

ourc

es B

oard

reg

ulat

ions

req

uire

spe

cifie

d en

titie

s to

com

ply

with

a m

arke

t-ba

sed

com

plia

nce

mec

hani

sm

begi

nnin

g Ja

nuar

y 1,

201

3, a

nd r

equi

re a

dditi

onal

spe

cifie

d en

titie

s to

com

ply

with

that

mar

ket-

base

d co

mpl

ianc

e m

echa

nism

beg

inni

ng

Janu

ary

1, 2

015.

Thi

s bi

ll in

stea

d w

ould

exe

mpt

cat

egor

ies

of

pers

ons

or e

ntiti

es th

at d

id n

ot h

ave

a co

mpl

ianc

e ob

ligat

ion,

as

defin

ed, u

nder

a m

arke

t-ba

sed

com

plia

nce

mec

hani

sm b

egin

ning

Ja

nuar

y 1,

201

3, f

rom

bei

ng s

ubje

ct to

that

mar

ket-

base

d co

mpl

ianc

e m

echa

nism

thro

ugh

Dec

embe

r 31

, 202

0.

Sena

te

Env

iron

men

tal

Qua

lity

Opp

ose

T

his

bill

wou

ld p

ostp

one

the

effe

ctiv

e da

te o

f th

e ex

tens

ion

of C

ap a

nd T

rade

em

issi

on r

egul

atio

ns f

rom

201

5 to

202

0 sc

hedu

led

for

the

tran

spor

tatio

n fu

els

syst

em.

The

aut

hor

is c

once

rned

that

the

publ

ic

will

be

subj

ect t

o a

spik

e in

fue

l pric

es.

How

ever

, the

eff

ect o

f th

e de

ferr

ed w

ill

be to

red

uce

Cap

and

Tra

de a

uctio

n re

venu

es.

43

San

Fra

ncis

co C

ount

y T

rans

port

atio

n A

utho

rity

Feb

ruar

y 20

15

M:\

Boa

rd\B

oard

Mee

ting

s\20

15\M

emos

\02

Feb\

SFCT

A M

atri

x 2-

20-1

5.do

cx

Page

6 o

f 8

Bill

#

Aut

hor

Des

crip

tion

St

atus

P

osit

ion

Com

men

ts

SB 8

In

trod

uced

: 12

/1/2

014

pdf

htm

l

Her

tzbe

rg D

(D

ist 1

8)

Tax

atio

n.

Wou

ld s

tate

legi

slat

ive

findi

ngs

rega

rdin

g th

e U

pwar

d M

obili

ty A

ct,

key

prov

isio

ns o

f w

hich

wou

ld e

xpan

d th

e ap

plic

atio

n of

the

Sale

s an

d U

se T

ax la

w b

y im

posi

ng a

tax

on s

peci

fied

serv

ices

, wou

ld

enha

nce

the

stat

e's

busi

ness

clim

ate

and

wou

ld in

cent

iviz

e en

trep

rene

ursh

ip a

nd b

usin

ess

crea

tion

by e

valu

atin

g th

e C

orpo

rate

T

ax L

aw, a

nd w

ould

exa

min

e th

e im

pact

s of

a lo

wer

and

sim

pler

P

erso

nal I

ncom

e T

ax L

aw.

Sena

te R

ules

Wat

ch

Alth

ough

a s

pot b

ill, t

his

is th

e au

thor

's at

tem

pt to

cha

nge

the

emph

asis

of

Cal

iforn

ia's

taxa

tion

syst

em to

in

corp

orat

e ta

xes

on s

ervi

ces.

SB 9

In

trod

uced

: 12

/1/2

014

pdf

htm

l

Bea

ll D

(D

ist 1

5)

Gre

enho

use

Gas

Red

ucti

on F

und:

Tra

nsit

and

Int

erci

ty R

ail

Cap

ital

Pro

gram

. W

ould

, und

er th

e G

reen

hous

e G

as R

educ

tion

Fun

d, m

odify

the

purp

ose

of th

e pr

ogra

m to

del

ete

refe

renc

es to

ope

ratio

nal

inve

stm

ents

and

inst

ead

prov

ide

for

the

fund

ing

of la

rge,

tr

ansf

orm

ativ

e ca

pita

l im

prov

emen

ts w

ith a

tota

l cos

t exc

eedi

ng

$100

,000

,000

. The

bill

wou

ld r

equi

re th

e T

rans

port

atio

n A

genc

y, in

pr

iori

tizin

g an

d se

lect

ing

proj

ects

for

fun

ding

, to

cons

ider

the

exte

nt

to w

hich

a p

roje

ct r

educ

es g

reen

hous

e ga

s em

issi

ons,

and

wou

ld a

dd

addi

tiona

l fac

tors

to b

e co

nsid

ered

in e

valu

atin

g ap

plic

atio

ns f

or

fund

ing.

Thi

s bi

ll co

ntai

ns o

ther

exi

stin

g la

ws.

Sena

te

Env

iron

men

tal

Qua

lity

Wat

ch

Thi

s bi

ll w

ould

alte

r th

e fo

cus

for

Rai

l an

d T

rans

it C

ap a

nd T

rade

fun

ds to

on

ly a

ddre

ss la

rge-

scal

e tr

ansi

t pro

ject

s th

at p

rom

ote

a di

rect

con

nect

ion

to th

e st

ate'

s H

igh

Spee

d R

ail S

yste

m.

Gui

delin

es f

or e

xpan

ding

the

first

$25

m

illio

n in

this

cat

egor

y w

ill b

e fin

aliz

ed

soon

; thi

s w

ill b

e fo

llow

ed b

y a

com

petit

ive

"cal

l for

pro

ject

s" b

y th

e St

ate

Tra

nspo

rtat

ion

Age

ncy.

SB

16

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Bea

ll D

(D

ist 1

5)

Dep

artm

ent

of T

rans

port

atio

n.

Cur

rent

law

pro

vide

s th

at th

e D

epar

tmen

t of

Tra

nspo

rtat

ion

has

full

poss

essi

on a

nd c

ontr

ol o

f th

e st

ate

high

way

sys

tem

. Thi

s bi

ll w

ould

st

ate

the

inte

nt o

f th

e L

egis

latu

re th

at th

e de

part

men

t ide

ntify

sa

ving

s fr

om im

plem

entin

g ef

ficie

ncie

s in

its

curr

ent p

rogr

ams

and

dire

ct th

ose

reso

urce

s in

to e

xpan

ded

activ

ities

for

roa

d re

pair

and

litte

r cl

eanu

p.

Sena

te R

ules

Wat

ch

The

aut

hor

is s

eeki

ng to

com

pel

Cal

tran

s to

ado

pt m

ore

prog

ram

ef

ficie

ncie

s an

d th

en d

irect

the

resu

lting

sa

ving

s in

to r

oad

repa

ir a

nd li

tter

co

ntro

l.

44

San

Fra

ncis

co C

ount

y T

rans

port

atio

n A

utho

rity

Feb

ruar

y 20

15

M:\

Boa

rd\B

oard

Mee

ting

s\20

15\M

emos

\02

Feb\

SFCT

A M

atri

x 2-

20-1

5.do

cx

Page

7 o

f 8

Bill

#

Aut

hor

Des

crip

tion

St

atus

P

osit

ion

Com

men

ts

SB 3

4

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Hill

(D)

(Dis

t 13)

Aut

omat

ed li

cens

e pl

ate

reco

gnit

ion

syst

ems:

use

of d

ata.

T

his

bill

wou

ld im

pose

spe

cifie

d re

quir

emen

ts o

n an

“A

LP

R

oper

ator

” as

def

ined

, inc

ludi

ng, a

mon

g ot

hers

, ens

urin

g th

at th

e in

form

atio

n th

e A

LP

R o

pera

tor

colle

cts

is p

rote

cted

with

cer

tain

sa

fegu

ards

, and

impl

emen

ting

and

mai

ntai

ning

spe

cifie

d se

curi

ty

proc

edur

es a

nd a

usa

ge a

nd p

rivac

y po

licy

with

res

pect

to th

at

info

rmat

ion.

The

bill

wou

ld r

equi

re a

n A

LP

R o

pera

tor

that

acc

esse

s or

pro

vide

s ac

cess

to A

LP

R in

form

atio

n to

mai

ntai

n a

spec

ified

re

cord

of

that

acc

ess.

Thi

s bi

ll w

ould

als

o re

quir

e an

“A

LP

R e

nd-

user

,” a

s de

fined

, to

impl

emen

t and

mai

ntai

n a

spec

ified

usa

ge a

nd

priv

acy

polic

y. T

he b

ill w

ould

, in

addi

tion

to a

ny o

ther

san

ctio

ns,

pena

lties

, or

rem

edie

s pr

ovid

ed b

y la

w, a

utho

rize

an in

divi

dual

who

ha

s be

en h

arm

ed b

y a

viol

atio

n of

thes

e pr

ovis

ions

to b

ring

a ci

vil

actio

n in

any

cou

rt o

f co

mpe

tent

juris

dict

ion

agai

nst a

per

son

who

kn

owin

gly

caus

ed th

at v

iola

tion.

The

bill

wou

ld r

equi

re a

pub

lic

agen

cy th

at c

onsi

ders

impl

emen

ting

a pr

ogra

m to

gat

her

info

rmat

ion

thro

ugh

the

use

of a

n A

LP

R s

yste

m to

pro

vide

an

oppo

rtun

ity f

or p

ublic

com

men

t at a

reg

ular

ly s

ched

uled

pub

lic

mee

ting

of th

e go

vern

ing

body

of

the

publ

ic a

genc

y be

fore

it

impl

emen

ts th

e pr

ogra

m.

Sena

te

Tra

nspo

rtat

ion

New

–

Rec

omm

end

Wat

ch

The

bill

is in

tend

ed to

enh

ance

the

auto

mat

ed li

cens

e pl

ate

reco

gniti

on

end-

user

dat

a co

llect

ion.

SB 3

9

Intr

oduc

ed:

12/1

/201

4 pd

f h

tml

Pav

ley

D

(Dis

t 27)

Veh

icle

s: h

igh-

occu

panc

y ve

hicl

e la

nes.

C

urre

nt f

eder

al la

w, u

ntil

Sept

embe

r 30

, 201

7, a

utho

rize

s a

stat

e to

al

low

spe

cifie

d la

bele

d ve

hicl

es to

use

lane

s de

sign

ated

for

hig

h-oc

cupa

ncy

vehi

cles

(HO

Vs)

. Thi

s bi

ll w

ould

incr

ease

the

num

ber

of

thos

e id

entif

iers

that

the

DM

V is

aut

hori

zed

to is

sue

to a

n un

spec

ified

am

ount

. Thi

s bi

ll co

ntai

ns o

ther

rel

ated

pro

visi

ons

and

othe

r cu

rren

t law

s.

Sena

te

Tra

nspo

rtat

ion

and

Hou

sing

Opp

ose

T

he b

ill w

ould

exp

and

the

amou

nt o

f H

OV

lane

acc

ess

deca

ls f

or c

lean

ve

hicl

es. 2

014

saw

the

num

ber

of

deca

ls p

erm

itted

, inc

reas

e fr

om 4

0,00

0 to

70,

000.

Whi

le w

e ar

e su

ppor

tive

of c

lean

ve

hicl

es, t

his

bill

has

the

pote

ntia

l to

add

thou

sand

s of

mor

e si

ngle

oc

cupa

ncy

vehi

cles

to B

ay A

rea

HO

V

lane

s, m

any

of w

hich

are

alr

eady

nea

r or

at c

apac

ity. W

e w

ould

wel

com

e an

am

endm

ent t

o gi

ve lo

cal j

uris

dict

ions

co

ntro

l ove

r w

heth

er o

r no

t to

allo

w

clea

n ve

hicl

es in

HO

V la

nes.

45

San

Fra

ncis

co C

ount

y T

rans

port

atio

n A

utho

rity

Feb

ruar

y 20

15

M:\

Boa

rd\B

oard

Mee

ting

s\20

15\M

emos

\02

Feb\

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A M

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cx

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8 o

f 8

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#

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hor

Des

crip

tion

St

atus

P

osit

ion

Com

men

ts

SB 5

9 In

trod

uced

: 12

/19/

2014

pd

f h

tml

Kni

ght R

(D

ist 0

)

Veh

icle

s: h

igh-

occu

panc

y ve

hicl

e la

nes.

C

urre

nt la

w a

utho

rize

s lo

cal a

utho

ritie

s an

d th

e D

epar

tmen

t of

Tra

nspo

rtat

ion

to e

stab

lish

excl

usiv

e or

pre

fere

ntia

l use

of

high

way

la

nes

for

high

-occ

upan

cy v

ehic

les.

Thi

s bi

ll w

ould

mak

e te

chni

cal,

nons

ubst

antiv

e ch

ange

s to

that

pro

visi

on.

Sena

te R

ules

Wat

ch

Thi

s sp

ot b

ill a

men

ds th

e co

re s

tatu

te

that

pro

vide

s au

thor

ity f

or e

xclu

sive

H

OV

lane

s. T

he a

utho

r ha

s si

nce

assu

med

his

con

gres

sion

al s

eat a

nd

ther

e is

no

clea

r un

ders

tand

ing

of w

hat

plan

s m

ay b

e in

sto

re f

or th

is b

ill.

SB

158

In

trod

uced

: 2/

3/20

15

pdf

htm

l

Huf

f R

(Dis

t 29)

Tra

nspo

rtat

ion

proj

ects

: com

preh

ensi

ve d

evel

opm

ent

leas

e ag

reem

ents

. T

his

bill

wou

ld d

elet

e ob

sole

te c

ross

-ref

eren

ces

and

mak

e te

chni

cal

chan

ges

to p

rovi

sion

s of

exi

stin

g la

w, w

hich

unt

il Ja

nuar

y 1,

201

7,

auth

oriz

es th

e D

epar

tmen

t of

Tra

nspo

rtat

ion

or a

reg

iona

l tr

ansp

orta

tion

agen

cy to

ent

er in

to a

com

preh

ensi

ve d

evel

opm

ent

leas

e w

ith a

pub

lic o

r pr

ivat

e en

tity

for

a tr

ansp

orta

tion

proj

ect.

Sena

te P

rint

N

ew –

R

ecom

men

d W

atch

Thi

s is

a s

pot b

ill p

erta

inin

g to

ex

tend

ing

pres

ent P

ublic

Pri

vate

P

artn

ersh

ip (P

3) a

utho

rity

, whi

ch is

set

to

exp

ire o

n 12

/31/

2016

. T

he a

utho

r’s

offic

e co

nfir

med

thei

r go

al w

ith th

is b

ill

is to

pro

vide

P3

auth

ority

for

a s

peci

fic

proj

ect i

n L

os A

ngel

es C

ount

y: 7

10-

Nor

th.

Tot

al M

easu

res:

18

Tot

al T

rack

ing

For

ms:

18

46

M:\CAC\Meeting

Mem

Date:

To:

From:

Subject:

Summary

As summaCitizens ATransportaWalkFirst PHigh Injuryfrom previoramps at thfunds for twhich will Highway Rand San JosStreets andthe allocatCash Flow

BACKGROU

We have Citizens AMarch 24

P P P P P

Transporprogramm

DISCUSSI

The purpseek a moincluding

gs\Memos\2015\02 Fe

mora

02.18.15

Citizens A

Anna LaF

ACTION – with ConDistributio

arized in AttachAdvisory Comation Agency (SPhase 1 Pedesty Corridors; deously completehe intersection three projects: improve traffic

Reroute Project se Avenue Follo

d other pedestrition of $1,752,

w Distribution

UND

received sixAdvisory Co4, 2015. As sh

Prop K GreatProp K SignalProp K TraffiProp K BicyclProp K Pedes

rtation Authomatic categor

ON

pose of this otion of sup

g information

eb\Prop K AA Grouped

andum

Advisory Com

Forte – Depu

Adopt a Monditions, foron Schedules

hments 1 and mmittee. AttachSFMTA) has reqtrian Safety Imsign of curb bu

ed areawide planof 7th Avenueplanning and e

c flow and safe(Permanent R

ow the Paving (ian crossing im,502 in Prop KSchedules.

requests forommittee (CAhown in Atta

t Highway Erls and Signs ic Calming le Circulationstrian Circula

ority Board ries is a prere

memorandupport to allocn on propose

d Memo 02.15.docx

m

mmittee

uty Director f

otion of Supr Six Reques

2, we have sixhment 3 sumquested Prop Kplementation (ulb-outs, a raisens ($25,000); ane and Lincoln Wenvironmental ety of the exist

Restoration) ($5($250,900), whi

mprovements atK funds, with c

r a combineAC) at the Feachment 1, th

rosion Repai

n/Safety ation/Safety

adoption oequisite for a

um is to prescate the funded leveraging

for Policy and

pport for theests, Subject

x requests totalmarizes our

K funds for thre($1,000,000), wed crosswalk, annd constructionWay ($210,800)review for the

ting intersection58,267), which ich would constt Randall and Dconditions, for

d total of $ebruary 25, 2he requests c

r

f a 5-Year allocation of

sent six Propds as requesteg (i.e. stretch

d Programm

e Allocation t to the At

aling $1,752,502recommendatioee projects. Th

which addressesnd accompanyin of bicycle an). San Franciscoe Great Highwn; planning andwill ensure thetruct a protecte

Dolores. We arr six requests,

1,752,502 in2015 meetingcome from th

Prioritizationfunds from

p K ($1,752,ed. Attachme

hing Prop K

RE: C

ming

of $1,752,50ttached Fisc

2 in Prop K fuons. The San

hey include desis up to 45 intering curb ramps nd pedestrian sio Public Works

way & Skyline Rd environmente long-term funed bike lane frore seeking a m, subject to the

n Prop K fung, for potentihe following

n Program these catego

,502) requestent 1 summadollars furth

P

Citizens AdvisoryFebru

02 in Prop Kcal Year Ca

funds to presenn Francisco Mign and constrursections on Pat four intersec

ignal upgrades s has requestedRoundabout ($2tal review for thnctionality of tom Randall to Amotion of supe attached Fis

nds to preseial Board appProp K categ

(5YPP) for ries.

ts to the CAarizes the sixher by match

Page 1 of 2

y Committee uary 25, 2015

K Funds, ash Flow

nt to the Municipal uction of edestrian ctions on and curb

d Prop K 207,535), he Great the road; Arlington pport for scal Year

ent to the proval on gories:

Prop K

AC and to requests,

hing them

47

M:\CAC\Meetings\Memos\2015\02 Feb\Prop K AA Grouped Memo 02.15.docx Page 2 of 2

with other fund sources) compared with the leveraging assumptions in the Prop K Expenditure Plan. Attachment 2 provides a brief description of each project. A detailed scope, schedule, budget and funding plan for each project are included in the enclosed Allocation Request Forms.

Staff Recommendation: Attachment 3 summarizes the staff recommendations for the requests, highlighting special conditions, 5YPP amendments and other items of interest. Transportation Authority staff and project sponsors will attend the CAC meeting to provide brief presentations on some of the specific requests and to respond to any questions that the CAC may have.

ALTERNATIVES

1. Adopt a motion of support for the allocation of $1,752,502 in Prop K funds, with conditions, for six requests, subject to the attached Fiscal Year Cash Flow Distribution Schedules, as requested.

2. Adopt a motion of support for the allocation of $1,752,502 in Prop K funds, with conditions, for six requests, subject to the attached Fiscal Year Cash Flow Distribution Schedules, with modifications.

3. Defer action, pending additional information or further staff analysis.

FINANCIAL IMPACTS

This action would allocate $1,752,502 in Fiscal Year 2014/15 Prop K funds, with conditions, for six requests. The allocations would be subject to the Fiscal Year Cash Flow Distribution Schedules contained in the enclosed Allocation Request Forms.

The Prop K Capital Budget (Attachment 4) shows the recommended cash flow distribution schedules for the subject requests. Attachment 5 contains a cash-flow-based summary table including the Prop K Fiscal Year 2014/15 allocations to date and the subject Prop K requests.

Sufficient funds are included in the adopted Fiscal Year 2014/15 budget to accommodate the recommendation actions. Furthermore, sufficient funds will be included in future budgets to cover the recommended cash flow distribution for those respective fiscal years.

RECOMMENDATION

Adopt a motion of support for the allocation of $1,752,502 in Prop K funds, with conditions, for six requests, subject to the attached Fiscal Year Cash Flow Distribution Schedule.

Attachments (5): 1. Summary of Applications Received 2. Project Descriptions 3. Staff Recommendations 4. Prop K Capital Budget 2014/15 5. Prop K 2014/15 Fiscal Year Cash Flow Distribution – Summary Table

Enclosure:

1. Prop K Allocation Request Forms (6)

48

Att

achm

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lann

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ntic

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at th

e ro

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will

be

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use

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late

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ter

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plet

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man

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5

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p K

fun

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fed

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fun

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ting

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pro

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to k

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hbor

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and

com

mun

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s an

d re

side

nts.

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ant

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to b

e co

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5 w

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nviro

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by

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ant

icip

ates

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at H

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ill b

e op

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or u

se in

its

new

co

nfig

urat

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by e

arly

201

7.

33, 3

9SF

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h A

venu

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d L

inco

ln W

ay

Inte

rsec

tion

Impr

ovem

ents

$

210,

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ill le

vera

ge $

160,

000

in B

icyc

le T

rans

port

atio

n A

ccou

nt f

unds

and

be

used

for

con

stru

ctio

n of

bic

ycle

, ped

estr

ian

and

traf

fic s

igna

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prov

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ts a

t the

in

ters

ectio

n of

7th

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nue

and

Lin

coln

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. Im

prov

emen

ts in

clud

e a

new

sig

nal

phas

e fo

r bi

cycl

es c

ross

ing

Lin

coln

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estr

ian

coun

tdow

n si

gnal

s, a

cces

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mou

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refu

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for

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uled

to b

egin

by

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15 a

nd b

e co

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his

proj

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ill b

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pavi

ng p

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in c

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Attachment 4.

Prop K FY 2014/15 Capital Budget1

EP # Sponsor Project Name Total FY 2014/15 FY 2015/16 FY 2016/17 FY 2017/18 FY 2018/19

FYs 2019/20 -

2027/20282

1 SFMTA Van Ness Bus Rapid Transit 1,594,280$ 1,275,424$ 318,856$

1 SFMTA Geary Bus Rapid Transit 872,859$ 872,859$

5 TJPATransbay Transit Center and Downtown Extension

43,046,950$ 34,128,950$ 4,693,000$ 4,225,000$

5 TJPA Downtown Extension 1,219,000$ 632,400$ 586,600$

6 PCJPB Caltrain Early Investment Program 7,470,000$ 7,470,000$

7 PCJPB Railroad Bridge Load Rating 382,347$ 191,174$ 191,173$

7 PCJPB Rail Grinding 620,400$ 310,200$ 310,200$

8 BARTBalboa Park Station Eastside Connections

2,030,000$ 2,030,000$

13 SFCTAI-280 Interchange Improvements at Balboa Park

750,000$ 250,000$ 500,000$

13 SFMTABalboa Park Station Area and Plaza Improvements

1,773,993$ $1,773,993

14 SFCTAQuint-Jerrold Connector Road Contracting and Workforce Development Strategy

89,000$ 89,000$

15 SFMTA Light Rail Vehicle Procurement 4,592,490$ 3,092,490$ 1,500,000$

17M SFMTA Light Rail Vehicle Procurement 60,116,310$ -$ -$ -$ -$ -$ 60,116,310$

17M SFMTAReplace 60 New Flyer 60-Foot Trolley Coaches

20,831,776$ 2,100,000$ 12,800,000$ 5,931,776$

17P PCJPB F40 Locomotive Mid-Life Overhaul 1,042,857$ 521,429$ 521,428$

17U SFMTA Light Rail Vehicle Procurement 66,444,342$ -$ -$ -$ -$ -$ 66,444,342$

20M SFMTA Muni Metro East (MME) Phase 2 $2,598,500 998,500$ 1,600,000$

20M SFMTA Fall Protection Systems $2,160,777 400,000$ $1,760,777

20P PCJPB Systemwide Station Improvements 210,989$ 105,495$ 105,494$

22B BARTTransbay Tube Cross-Passage Doors Replacement

250,000$ 250,000$

22P PCJPB Quint Street Bridge Replacement 303,066$ 303,066$

22P PCJPB Systemwide Track Rehabilitation 1,243,407$ 621,704$ 621,703$

219,643,343$ 50,520,201$ 25,783,224$ 15,279,266$ 1,500,000$ -$ 126,560,652$

23 SFMTA Paratransit 9,670,000$ 9,670,000$

9,670,000$ 9,670,000$ -$ -$ -$ -$ -$

27 SFMTABayshore Multimodal Station Location Study

14,415$ 9,665$ 4,750$

27 SFCTABayshore Multimodal Station Location Study

14,415$ 9,665$ 4,750$

27 SFMTAGeneva-Harney BRT Feasibility/Pre-Environmental Study

200,000$ 112,866$ 87,134$

228,830$ 132,196$ 96,634$ -$ -$ -$ -$

26 SFPWGreat Highway Reroute (Permanent Restoration)

58,267$ 47,715$ 10,552$

26 SFPWGreat Highway & Skyline Roundabout

207,535$ 92,238$ 115,297$

31 SFMTA Contract 62 150,000$ 50,000$ 100,000$

33 SFMTA7th Avenue and Lincoln Way Intersection Improvements

95,476$ -$ 95,476$

34 SFPWWest Portal Ave and Quintara St. Pavement Renovation

3,002,785$ 2,402,228$ 600,557$

35 SFPWStreet Repair and Cleaning Equipment

701,034$ 350,517$ 350,517$

37 SFPW Public Sidewalk Repair 492,200$ 492,200$

38 SFMTAJohn Yehall Chin Safe Routes to School

40,433$ 40,433$

38 SFPW San Jose Avenue Follow the Paving 250,900$ 125,450$ 125,450$

Cash Flow Distribution

TRANSIT

Transit Subtotal

PARATRANSIT

Paratransit Subtotal

VISITACION VALLEY WATERSHED

Visitacion Valley Watershed Subtotal

STREET AND TRAFFIC SAFETY

Capital Budget FY 1415.xlsx March Capital Budget 1 Page 1 of 3

54

Attachment 4.


EP # Sponsor Project Name Total FY 2014/15 FY 2015/16 FY 2016/17 FY 2017/18 FY 2018/19

FYs 2019/20 -

2027/20282

Cash Flow Distribution

38 SFMTATraffic Calming Implementation (Prior Areawide Plans)

25,000$ 25,000$

39 SFMTA Twin Peaks Connectivity 23,000$ 19,866$ 3,134$

39 SFMTAShared Roadway Bicycle Markings (Sharrows)

256,100$ 151,000$ 105,100$

39 PCJPBSan Francisco Bicycle Parking Facility Improvements - Supplemental Funds

20,000$ 20,000$

39 SFMTAMarket Street Green Bike Lanes and Raised Cycletrack

758,400$ 500,544$ 257,856$

39 SFMTA2nd Street Vision Zero Improvements

158,500$ 79,250$ 79,250$

39 SFMTA5th Street Green Shared Roadway Markings (Sharrows)

82,700$ 41,350$ 41,350$

39 SFMTA7th Avenue and Lincoln Way Intersection Improvements

115,324$ -$ 115,324$

40 SFMTA WalkFirst Continental Crosswalks 423,000$ 211,500$ 211,500$

40Public Works

ER Taylor Elementary School Safe Routes to School

6,575$ 6,575$

40Public Works

Longfellow Elementary School Safe Routes to School

64,578$ 12,663$ 51,915$

40 SFMTAWalkFirst Rectangular Rapid Flashing Beacons

222,900$ 64,500$ 79,200$ 79,200$

40 SFMTAGolden Gate Avenue Road Diet [Vision Zero]

120,000$ 40,000$ 80,000$

40 SFMTAWalkFirst Phase 1 Pedestrian Safety Implementation [Vision Zero]

1,000,000$ 100,000$ 700,000$ 200,000$

41Public Works

Curb Ramps 725,632$ 21,769$ 633,863$ 70,000$

42 SFPW Tree Planting and Maintenance 1,000,000$ 1,000,000$

10,000,339$ 5,769,348$ 3,756,341$ 474,650$ -$ -$ -$

43 SFECommuter Benefits Ordinance Employer Outreach

77,546$ 77,546$

43 SFCTA Bay Area Transit Core Capacity Study 450,000$ 315,000$ 135,000$

43 SFCTASan Francisco Corridor Management Study

300,000$ 75,000$ 125,000$ 100,000$

43 SFCTATreasure Island Mobility Management Program

150,000$ 150,000$

43 SFMTA Comprehensive TDM Program 100,000$ 100,000$

44 SFMTA Persia Triangle 200,685$ 100,343$ 100,342$

44 SFCTANTIP Predevelopment/Program Support

75,000$ 75,000$

44 SFMTANTIP Predevelopment/Program Support

75,000$ 75,000$

44 SFMTAWestern Addition Community-Based Transportation Plan [NTIP]

240,000$ 96,000$ 96,000$ 48,000$

44SF Public

WorksChinatown Broadway Phase IV 701,886$ 175,471$ 526,415$

44Public Works

ER Taylor Elementary School Safe Routes to School

47,140$ -$ 47,140$

44Public Works

Longfellow Elementary School Safe Routes to School

61,865$ -$ 61,865$

44 SFMTA Mansell Corridor Improvement 572,754$ -$ 472,754$ 100,000$ 44 SFMTA District 1 NTIP [NTIP Planning] $100,000 60,000$ 40,000$

3,151,876$ 1,199,360$ 1,704,516$ 248,000$ -$ -$ -$

TOTAL 242,694,388$ 67,291,105$ 31,340,715$ 16,001,916$ 1,500,000$ -$ 126,560,652$

1 This table shows Cash Flow Distribution Schedules for all FY 2014/15 allocations approved to date, along with the current recommended allocation(s).2 Light Rail Vehicle Procurement. See Resolution 15-12 for cash flow details.

Shaded lines indicate allocations/appropriations that are part of the current action.

Streets and Traffic Safety Subtotal

TSM/STRATEGIC INITIATIVES

TSM/Strategic Initiatives Subtotal

Capital Budget FY 1415.xlsx March Capital Budget 1 Page 2 of 3

55

Attachment 5.


TotalFY 2014/15 FY 2015/16 FY 2016/17 FY 2017/18 FY 2018/19

FYs 2019/20 -

2027/282

Prior Allocations 240,941,886$ 67,026,152$ 30,178,616$ 15,676,466$ 1,500,000$ -$ 126,560,652$ Current Request(s) 1,752,502$ 264,953$ 1,162,099$ 325,450$ -$ -$ -$ New Total Allocations 242,694,388$ 67,291,105$ 31,340,715$ 16,001,916$ 1,500,000$ -$ 126,560,652$

1 This table shows total cash flow for all FY 2014/15 allocations approved to date, along with the current recommended allocation(s). 2 Light Rail Vehicle Procurement. See Resolution 15-12 for cash flow details.

Capital Budget FY 1415.xlsx March CF Summary 1 Page 3 of 3

56

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report which will guide our work in Phase 2.

Study Need, Purpose, and Goals Framework: The 2013 SFTP found that the greatest increases in vehicle travel by 2040 are projected to be to and from the Peninsula and South Bay. Expected vehicle travel in the Bay Bridge corridor was also very significant.

The purpose of the FCMS is to recommend a set of managed lanes and complementary strategies for the existing US-101 and I-280 corridors in San Francisco that will help the City achieve its economic competitiveness, environmental and social and equity goals, through a performance-based analysis and stakeholder consultation. The study should identify strategies that will meet the need to:

Improve the ability of these corridors to move people and goods safely and reliably;

Manage demand for travel on these freeway corridors sustainably; and

Support balanced local street and freeway operations.

Section 3 of the FCMS Phase 1 Report describes the Study Need and Purpose. The six goals of the FCMS, shown in Attachment 1, are consistent with broader countywide goals identified in the 2013 SFTP. These goals will be advanced by the FCMS through supporting objectives, as described in Section 4 of the FCMS Phase 1 Report.

Range of Potential Strategies: Section 5 of the FCMS Phase 1 Report identifies the range of potential freeway corridor management strategies, starting from a broad framework that identifies four categories of relevant strategies. The focus of the study will be on two types of strategies that are relatively undeveloped within San Francisco: those that seek to improve the efficiency of existing infrastructure using Automated Traffic Management Systems (ATMS) and Managed Lanes. ATMS Strategies seek to move more people, more reliably, using technology and information. Examples of ATMS include adaptive signal timing, real-time system management using a Transportation Management Center (TMC), and changeable message signs. Managed Lanes strategies guide or prioritize ramp or lane space, such as for transit and other High Occupancy Vehicles (HOVs), using ramp metering, changeable overhead signs that guide merging movements (dynamic lane use control), or HOV lanes. The FCMS will focus on an evaluation of how these two categories of strategies can help meet the goals set out for freeway corridor management.

Existing Institutional Setting and Stakeholder Involvement: The FCMS Phase 1 Report identifies the institutional and implementation considerations of ATMS and Managed Lanes strategies in Appendix A-4. Each potential strategy is mapped to its development and approval process, coordination mechanisms, funding sources, and current policy setting.

Section 7 of the FCMS Phase 1 Report outlines a stakeholder (both agency and public) coordination and involvement approach. Preparation of Phase 1 included meeting with agency stakeholders – Caltrans, Metropolitan Transportation Commission (MTC), San Mateo and Santa Clara Counties, and San Francisco Municipal Transportation Agency – to share draft findings. Phase 2 will involve input from these agency stakeholders as a Technical Advisory Committee. In addition, Phase 2 will develop and implement a public outreach and input strategy.

Related Planning Efforts: Several efforts are currently underway at the regional and state levels that will shape conditions along San Francisco’s freeway corridors. Among these are plans for a US-101 High HOV lane and El Camino Real “Smart Corridor” in San Mateo County, and conversion of US-101 HOV lanes to Express Lanes in Santa Clara County. In March, MTC is initiating the Bay Area Managed Lanes Implementation Plan (MLIP). In the same timeframe, the Caltrans will begin the Statewide

58


Managed Lanes Master Plan. The FCMS Phase 1 Report summarizes these efforts in Appendix A-3. The FCMS will allow San Francisco to inform and be informed by these parallel efforts in a timely and effective way, and to involve San Francisco community members and regional stakeholders in these efforts.

In addition, FCMS will build off current and past San Francisco resolutions and planning studies. Section 3 of the FCMS Phase 1 Report summarizes these efforts as well as the freeway corridor planning needs and strategies identified in them which support the need for the current FCMS effort.

Recommendations and Next Steps: Based on the above findings, we recommend:

Completing a scope of work, both technical and outreach, for FCMS Phase 2, consistent withthe Goals framework and range of potential strategies proposed in Phase 1. We are seekinginput from our agency partners, including Caltrans, MTC, San Mateo and Santa Clara Counties,and SFMTA on the scope of work.

Initiate technical and outreach work as FCMS Phase 2, under a schedule designed to keep pacewith parallel regional and state planning efforts. The technical and outreach work of Phase 2should conclude with a recommended freeway corridor management strategy andimplementation plan, developed based on performance-based technical analysis as well as publicand agency stakeholder input.

Continuing to participate in agency coordination mechanisms around freeway corridormanagement strategies, including the regional Express Lanes Executive Steering Committee,regional Managed Lanes Leadership Team, and regional Arterial Operations Committee.

These recommendations constitute FCMS next steps.

ALTERNATIVES

1. Adopt a motion of support for adoption of the San Francisco Freeway Corridor ManagementStrategy Phase 1 Report, as requested.

2. Adopt a motion of support for adoption of the San Francisco Freeway Corridor ManagementStrategy Phase 1 Report, with modifications.


FINANCIAL IMPACTS

The recommended action has no financial impact. Phase 2 of the FCMS has a budget of $500,000, which will be funded by the $300,000 Caltrans Partnership Planning Grant and the $200,000 in Prop K, appropriated in September 2014. FCMS Phase 2 is reflected in the Fiscal Year 14/15 mid-year budget revision for this year’s portion of the work.

RECOMMENDATION

Adopt a motion of support for adoption of the San Francisco Freeway Corridor Management Strategy Phase 1 Report.

59


Attachments (3): 1. FCMS Goals and Objectives2. Appendix A-33. Appendix A-4

Enclosures (2): A. FCMS Phase 1 ReportB. FCMS Phase 1 Presentation

60

Attachment 1 San Francisco Freeway Corridor Management Study (FCMS) Goals and Objectives

The six goals of the FCMS are consistent with broader countywide goals identified in the 2013 SFTP. These goals are supported by an underlying set of objectives, which are outlined below:

Goal Objectives

Improve San Francisco freeway corridors’ ability to move people (person throughput) to support economic competitiveness and accommodate existing and new residents and workers.

1.1 Improve freeway corridor productivity, utilization and efficiency.

1 1.2 Increase vehicle occupancy levels.

1.3 Reduce recurring delays on freeway corridors.

2 Improve Trip Reliability for all freeway corridor users& modes

2.1 Improve travel time predictability on freeway corridors.

2.2 Reduce non-recurrent delay due to incidents on freeway corridors.

3 Improve Travel Mode Choices for trips on freewaycorridors that start or end in San Francisco.

3.1 Increase transit competitiveness with the automobile in freeway corridors.

3.2 Provide better traveler information.

4 Support Coordinated and Integrated strategies and plans across Jurisdictional Boundaries, including Caltrans, MTC, and adjacent Counties.

4.1

Integrate and coordinate FCMS recommendations with other San Francisco citywide transportation operations and demand management strategies.

4.2 Coordinate San Francisco FCMS recommendations with the plans and projects of neighboring Counties, the Region and Caltrans.

5 Reduce per person freeway corridor traveler emissions

5.1 Reduce vehicle tripmaking through increased occupancy, mode shift, and other means.

5.2 Reduce average per person GHG emissions in the corridor

6

Ensure safe, equitable, and balanced local arterial and freeway operations, while minimizing traffic impacts on neighborhoods.

6.1 Mitigate the impacts of through-trips on local San Francisco streets

6.2 Ensure equitable access and avoid disparities in distribution of benefits/impacts

61

Attachment 2Appendix A-3: Current Studies & Planning Activities

In addition to the references that are readily available, the following studies and planning activities are currently underway along the US-101 and I-280 corridors. These planning activities provide the setting and context for the SF FCMS. Current studies/projects are listed below:

San Mateo County Project Study Report (PSR) for Auxiliary Lanes from Oyster Point to SF County line

o C/CAG is studying a project to provide Auxiliary Lanes from Oyster Point tothe San Francisco County Line. The purpose of this Project Study Report(PSR) is to develop the scope and budget of the Auxiliary Lane. The PSR isunderway and expected to be completed late spring 2015.

San Mateo County PSR for HOV lane / Auxiliary lane from Whipple to I-380

o C/CAG is currently conducting a Project Study Report (PSR) for addingHOV lanes along US-101 between Whipple Avenue and I-380. Thecentermost lane (Lane 1) will be converted to HOV in parallel to theconstruction / extension of the Auxiliary Lane. The PSR is underway andexpected to be completed Early summer 2015

San Mateo County PSR for Harney Way interchange

o The City of Brisbane leads this project to re-configure the existinginterchange at Candlestick/Harney Way to a tight diamond design. Anew US-101over- or under-crossing would connect the interchange’snorthbound freeway on- and off-ramps with Harney Way and thesouthbound freeway on- and off-ramps with the proposed extension ofGeneva Avenue. The re-configuration is intended to support a majorredevelopment project proposed for Brisbane, the BaylandsRedevelopment project.

San Mateo County / MTC Feasibility Study for US-101 HOV to HOT conversion. Two studies analyze the feasibility of HOV to HOT lane conversion on US-101 in San Mateo County.

o C/CAG and MTC, currently under development, analyzes the demand,physical feasibility, and operations approach for converting the proposedUS-101 HOV lane in San Mateo to an HOT / Express Lane. The Study isexpected to be complete in early 2015.

62

o Transform analyzed the potential benefits of converting an existinggeneral purpose lane into a HOT lane on US-101 in San Mateo.

San Mateo County Hwy 82 / El Camino Real SMART Corridor, from Santa Clara County line to I-380

o The San Mateo County Smart Corridors project sponsored by C/CAG is anIntelligent Transportation System (ITS) / Advanced TransportationManagement System (ATMS) under development along El Camino Real,an arterial parallel to US-101 in San Mateo County. The project willenables CalTrans and San Mateo cities to implement ATMS :

Arterial changeable message signs

Center-to-center communication between San Mateo County andthe CalTrans District 4 Traffic Management Center

Directional Signs

Television Cameras and vehicle detection systems

Santa Clara County I-280 Corridor Study

o In 2013, CalTrans completed a Transportation Concept Report (TCR) forthe I-280 corridor from Santa Clara County to San Francisco County. TheTCR considered HOV and HOT lanes, completion of a Ramp Meteringnetwork, and implementation of a Traffic Operations System (TOS) aspotential strategies for this facility. The Santa Clara Valley TransportationAuthority is currently developing a scope and budget for a study that mayconsider the TCR recommendations as well as additional strategies ifappropriate.

MTC Managed Lanes Implementation Plan

o The Bay Area Infrastructure Financing Authority (BAIFA) has initiated aManaged Lanes Implementation Plan (MLIP). The purpose of the MLIP isto develop a plan for implementation of regional managed lanes on theState Highway System in the nine-county Bay Area. The focus of this studyare HOV lanes, High Occupancy Toll Lanes (HOT) or Express Toll Lanes(ETL). The work is expected to be completed by March 2016.

San Francisco Bay Area Core Capacity Transit Study

63

o While the Bay Area has a strong history of investing to develop andmaintain a vibrant transit system, this system is reaching capacity alongmany of the key corridors serving the Core San Francisco neighborhoods.The purpose of this MTC-led study is to evaluate measures to improve thetransit system serving this Core, and provide enhanced connections to theworkforce within the region. New investments will be balanced againstthe region’s continued need to invest in the transit and roadwaynetworks’ state of good repair. The study is currently underway. ProjectPartners include BART, SFMTA, AC Transit and the SFCTA.

Statewide Managed Lane Master Plan

o CalTrans’ statewide Managed Lanes Master Plan is scheduled to becompleted by spring 2016. This Plan is addressing the degradation of theState Highway System, a Statewide Policy on Managed Lanes, aStatewide Tolling Policy, developing a Managed Lane System Plan, anddeveloping new Managed Lanes Guidelines.

64

Atta

chm

ent 3

: App

endi

x A-

5: E

xist

ing

Inst

itutio

nal S

ettin

g fo

r Fre

eway

Cor

ridor

Man

agem

ent

Phys

ical

/ T

echn

ical

Does

this

stra

tegy

exi

st o

n th

e co

rrid

or?

Inst

itutio

nal -

App

rova

ls- w

hat a

genc

(ies)

hav

e ap

prov

al a

utho

rity?

Wha

t is t

he a

ppro

val p

roce

ss?

Inst

itutio

nal -

Age

ncy

Lead

- Wha

t age

ncie

s are

lead

in p

roje

ct d

evel

opm

ent?

In

owne

rshi

p an

d op

erat

ion?

Adap

tive

Traf

fic S

igna

l Ti

min

g /

Cont

rol a

nd

Tran

spor

tatio

n M

anag

emen

t Cen

ters

(T

MCs

)

- SFg

o te

chno

logy

allo

ws f

or a

dapt

ive

sign

al c

ontr

ol.

- Var

ious

loca

l jur

isdi

ctio

ns a

long

the

US

101

and

I-280

cor

ridor

s hav

e th

is c

apab

ility

; the

El C

amin

o Re

al S

mar

t Cor

ridor

and

San

Jose

's

Silic

on V

alle

y Sm

art C

orrid

ors a

re p

lann

ed w

ith th

e ca

pabi

lity

for

adap

tive

sign

al c

ontr

ol.

- SFM

TA is

nea

ring

com

plet

ion

of a

n in

tegr

ated

Tra

ffic

Man

agem

ent

Cent

er fo

r San

Fra

ncis

co.

The

TMC

cons

olid

ates

five

con

trol

cen

ters

: tr

ansi

t ope

ratio

ns (b

us a

nd ra

il); t

rans

it po

wer

con

trol

; tra

nsit

line

man

agem

ent;

park

ing

cont

rol d

ispa

tch

and

secu

rity;

am

d SF

Go

traf

fic

man

agem

ent (

stre

et tr

affic

sign

als)

.- M

any

juris

dict

ions

alo

ng th

e U

S 10

1 an

d I 2

80 c

orrid

ors h

ave

TMCs

, in

clud

ing

Caltr

ans,

VTA

, San

Mat

eo C

/CAG

, San

ta C

lara

Cou

nty,

and

nu

mer

ous c

ities

.

For f

acili

ties o

n St

ate

Hig

hway

s: C

altr

ans h

as a

utho

rity

for s

igna

l equ

ipm

ent,

thro

ugh

the

sim

plifi

ed E

ncro

achm

ent P

erm

it or

PE

ER p

roce

ss.

Dep

endi

ng o

n fu

ndin

g so

urce

, the

fede

ral s

yste

ms e

ngin

eerin

g Ve

e pr

oces

s may

be

requ

ired.

Els

e: L

ocal

ju

risdi

ctio

ns.

Proj

ect d

evel

opm

ent,

owne

rshi

p, a

nd o

pera

tion:

Citi

es (i

nclu

ding

Be

lmon

t, Br

isba

ne, C

uper

tino,

Hill

sbor

ough

, Men

lo P

ark,

Mill

brae

, Re

dwoo

d Ci

ty, S

an B

runo

, San

Fra

ncis

co, S

an M

ateo

, Sou

th S

an

Fran

cisc

o, W

oods

ide)

or c

ount

ies (

Sant

a Cl

ara

Coun

ty).

Som

e m

ult

city

cor

ridor

pro

ject

s are

led

thro

ugh

proj

ect d

evel

opm

ent b

y su

b-re

gion

al a

genc

ies (

San

Mat

eo C

ity/C

ount

y As

soci

atio

n of

G

over

nmen

ts; A

lam

eda

CTC)

.

Inci

dent

Man

agem

ent

CHP

and

MTC

ope

rate

a F

reew

ay S

ervi

ce P

atro

l whi

ch id

entif

ies

inci

dent

s and

coo

rdin

ates

inci

dent

cle

aran

ce w

ith C

HP.

M

anag

ed

lane

s fac

ilitie

s in

the

Bay

Area

typi

cally

incl

ude

supp

lem

enta

l inc

iden

t m

anag

emen

t pla

ns a

nd se

rvic

es.

The

San

Mat

eo C

/CAG

has

led

the

deve

lopm

ent,

ongo

ing,

of a

n In

tegr

ated

Tra

nspo

rtat

ion

Inci

dent

M

anag

emen

t Pla

n fo

r San

Mat

eo C

ount

y.

Man

y TM

Cs, b

oth

loca

l and

regi

onal

, int

egra

te w

ith lo

cal o

r reg

iona

l em

erge

ncy

resp

onse

com

mun

catio

n an

d co

mm

and

cent

ers.

For

ex

ampl

e, th

e Ci

ty o

f San

Jose

ope

rate

s a T

rans

port

atio

n an

d In

cide

nt

Man

agem

ent C

ente

r (TI

MC)

that

coo

rdin

ates

inci

dent

act

iviti

es w

ith

traf

fic, f

ire, a

nd p

olic

e.

MTC

, Cal

tran

s and

CH

P ea

ch h

ave

role

s and

resp

onsi

bilit

ies f

or in

cide

nt m

anag

emen

t Bay

Are

a-w

ide,

exe

cute

d vi

a M

OU

. Ex

pres

s lan

e op

erat

ing

agen

cies

hav

e al

so e

xecu

ted

supp

lem

enta

l inc

iden

t man

agem

ent a

gree

men

ts w

ith C

altr

ans a

nd C

HP.

A br

oad

rang

e of

age

ncie

s, fr

om st

ate

and

regi

onal

(CH

P, C

altr

ans,

M

TC) t

o su

b-re

gion

al (C

CAG

s, E

xpre

ss L

ane

oper

atin

g ag

enci

es,

coun

ties)

to lo

cal c

ities

hav

e le

ad a

nd o

pera

ting

role

s in

inci

dent

m

anag

emen

t.

Chan

geab

le M

essa

ge S

igns

w

ith Q

ueue

War

ning

s

Que

ue w

arni

ng si

gns w

ill b

e im

plem

ente

d as

par

t of t

he I-

80 S

mar

t Co

rrid

or (I

nteg

rate

d Co

rrid

or M

obili

ty, o

r ICM

) Pro

ject

in A

lam

eda

and

Cont

ra C

osta

Cou

ntie

s. E

xist

ing

chan

geab

le m

essa

ge si

gns c

an

also

be

used

to w

arn

of d

owns

trea

m q

ueue

s; th

e Sa

n Fr

anci

sco

stre

tch

of U

S-10

1 ha

s one

cha

ngea

ble

mes

sage

sign

in p

lace

whi

ch

curr

ently

repo

rts r

eal-t

ime

trav

el in

form

atio

n.

Caltr

ans,

usi

ng a

bas

ic b

asic

enc

roac

hmen

t per

mit

and/

or P

EER

appr

oval

pro

cess

. D

epen

ding

on

the

exte

nt o

f sys

tem

in

tegr

atio

n ne

eded

, the

fede

ral s

yste

m e

ngin

eerin

g "V

ee"

proc

ess m

ay b

e re

quire

d.

Whe

n st

anda

lone

, Cal

tran

s lea

ds th

is ty

pe o

f str

ateg

y. O

ther

ag

enci

es m

ay se

rve

as le

ad w

hen

part

of a

larg

er c

orrid

or p

roje

ct,

such

as t

he I-

80 S

mar

t Cor

ridor

pro

ject

. Ca

ltran

s als

o o

wns

and

op

erat

es th

e eq

uipm

ent.

Ram

p M

eter

ing

Port

ions

of U

S 10

1 an

d I 2

80 th

roug

h Sa

n M

ateo

and

San

ta C

lara

Co

untie

s hav

e m

eter

ed ra

mps

; Cal

tran

s pla

ns to

ext

end

met

ers t

o th

e re

st o

f the

ram

ps in

thes

e co

untie

s.

Two

loca

tions

in S

an F

ranc

isco

are

pla

nned

for r

amp

met

erin

g:

Trea

sure

Isla

nd a

nd H

arne

y W

ay.

Caltr

ans h

as a

ppro

val a

utho

rity

via

Ram

p M

eter

ing

Agre

emen

ts, t

ypic

ally

exe

cute

d w

ith th

e lo

cal j

ursi

dict

ion

that

is a

djac

ent

to th

e ra

mp.

If ra

mp

met

erin

g is

par

t of a

larg

er p

roje

ct, t

he A

geem

ent w

ill b

e ex

ecut

ed w

ith th

e le

ad a

genc

y on

the

larg

er

proj

ect.

The

Ram

p M

eter

ing

Agre

emen

t def

ines

the

met

erin

g ra

tes.

Ra

mp

met

ers a

re o

wne

d an

d op

erat

ed b

y Ca

ltran

s.

Pote

ntia

l Str

ateg

ies

65

Ap

pend

ix A

-5

Adap

tive

Traf

fic S

igna

l Ti

min

g /

Cont

rol a

nd

Tran

spor

tatio

n M

anag

emen

t Cen

ters

(T

MCs

)

Inci

dent

Man

agem

ent

Chan

geab

le M

essa

ge S

igns

w

ith Q

ueue

War

ning

s

Ram

p M

eter

ing

P ote

ntia

l Str

ateg

ies

Inst

itutio

nal -

Coo

rdin

atio

nW

hat i

nstu

tiona

l mec

hani

sms e

xist

to

coor

dina

te a

roun

d th

is st

rate

gy?

Fina

ncia

lHo

w is

the

capi

tal a

nd O

&M

of t

his s

trat

egy

fund

ed?

Polic

yAr

e po

licy

chan

ges c

urre

ntly

bei

ng c

onsi

dere

d th

at

wou

ld a

ffect

the

appl

icat

ion

of th

is st

rate

gy in

SF?

MTC

's A

rter

ial O

pera

tions

Com

mitt

ee (A

OC)

mee

ts

once

eve

ry tw

o m

onth

s:

http

://w

ww

.mtc

.ca.

gov/

serv

ices

/art

eria

l_op

erat

ions

/aoc

.htm

. Th

e AO

C ha

s a ro

le in

revi

ewin

g N

ext

Gen

fund

ing

appl

icat

ions

(see

nex

t col

umn)

.

MTC

has

dev

elop

ed a

Reg

iona

l ITS

Arc

hite

ctur

e (h

ttp:

//fil

es.m

tc.c

a.go

v/M

TC-IT

S/),

whi

ch p

rovi

des

an in

vent

ory

of IT

S de

ploy

men

ts in

the

Bay

Area

; a

fram

ewor

k fo

r int

egra

ting

ITS

syst

ems w

ithin

the

Bay

Area

; and

con

cept

ual d

iagr

ams o

f in

divi

dual

pr

ojec

ts' s

yste

ms a

nd in

tegr

atio

n pa

ths.

Typi

cally

, sig

nal p

roje

cts a

re fu

nded

with

loca

l STP

, CM

AQ, T

FCA,

or s

ales

ta

x fu

nds.

Thr

ough

201

3, M

TC's

Pro

gram

for A

rter

ial S

yste

m

Sync

hron

izat

ion

(PAS

S) fo

r reg

iona

l art

eria

l pro

ject

s pro

vide

d ~1

M/y

ear

for d

evel

opm

ent a

nd im

plem

enta

tion

of si

gnal

tim

ing

plan

s.

Star

ting

in 2

015,

MTC

will

adm

inis

ter t

he N

ext G

ener

atio

n Ar

teria

l O

pera

tions

Pro

gram

. "

Nex

t Gen

" w

ill p

rovi

de u

p to

$3M

ann

ually

in

fede

ral f

unds

for a

dapt

ive

traf

fic c

ontr

ol sy

stem

s and

act

ive

traf

fic

man

agem

ent s

trat

egie

s (tr

ansi

t sig

nal p

riorit

y, re

al ti

me

traf

fic

mon

itorin

g, q

ueue

jum

p la

nes,

etc

) tha

t im

prov

e ar

teria

l ope

ratio

ns.

2015

will

be

the

first

yea

r for

adm

inis

trat

ion

of th

e N

ext G

en fu

ndin

g pr

ogra

m.

MTC

cha

irs a

Bay

Are

a In

cide

nt M

anag

emen

t Tas

k Fo

rce

(IMTF

). T

he T

ask

Forc

e is

a st

aff c

omm

ittee

of

the

Free

way

Man

agem

ent E

xecu

tive

Com

mitt

ee

(FM

EC),

a po

licy

com

mitt

ee o

f exe

cutiv

e st

aff o

f Ca

ltran

s, C

HP

and

MTC

. W

ww

.tim

baya

rea.

org

Sour

ces i

nclu

de C

altr

ans'

ope

ratin

g fu

nds (

for C

altr

ans s

ervi

ces)

; reg

iona

l ve

hicl

e re

gist

ratio

n fe

es; C

MAQ

; and

FPI

. S

peci

aliz

ed In

cide

nt

Man

agem

ent p

rogr

ams l

ed b

y lo

cal a

genc

ies a

re fu

nded

by

loca

l fun

ds

and

Expr

ess l

ane

reve

nues

.

A po

int o

f neg

otia

tion

is th

e re

imbu

rsm

ent t

o CH

P an

d Ca

ltran

s for

in

cide

nt m

anag

emen

t on

Expr

ess L

anes

faci

litie

s.

Unk

now

n

Whe

re st

anda

lone

, Cal

tran

s has

fund

ed th

ese

syst

ems t

hrou

gh th

eir

oper

atio

ns b

udge

t. W

here

par

t of a

larg

er c

orrid

or st

rate

gy, C

altr

ans w

ill

likel

y se

ek re

imbu

rsm

ent f

or th

e ca

pita

l and

ope

ratin

g co

sts o

f ch

ange

able

mes

sage

sign

s, in

clud

ing

queu

e w

arni

ngs.

N/A

Unk

now

n

Whe

n Ca

ltran

s is t

he le

ad a

genc

y, th

e ca

pita

l and

ope

ratin

g co

sts o

f ram

p m

eter

s are

bor

ne b

y Ca

ltran

s. W

hen

a di

ffer

ent a

genc

y is

lead

, tha

t ag

ency

bea

rs th

e ca

pita

l cos

ts, t

ypic

ally

thro

ugh

the

fund

ing

prog

ram

for

the

larg

er p

roje

ct th

at th

e m

eter

s are

a p

art o

f. M

TC's

Fre

eway

Pe

rfor

man

ce In

itiat

ive

prog

ram

can

fund

the

capi

tal c

ost o

f ram

p m

eter

s.

In th

ese

situ

atio

ns, C

altr

ans w

ill se

ek re

imbu

rsm

ent f

or th

e op

erat

ing

cost

s.

N/A

66

Phys

ical

/ T

echn

ical

Does

this

stra

tegy

exi

st o

n th

e co

rrid

or?

Inst

itutio

nal -

App

rova

ls- w

hat a

genc

(ies)

hav

e ap

prov

al a

utho

rity?

Wha

t is t

he a

ppro

val p

roce

ss?

Inst

itutio

nal -

Age

ncy

Lead

- Wha

t age

ncie

s are

lead

in p

roje

ct d

evel

opm

ent?

In

owne

rshi

p an

d op

erat

ion?

Pote

ntia

l Str

ateg

ies

Adap

tive

Ram

p M

eter

ing

(ARM

)

Adap

tive

ram

p m

eter

ing

is a

new

stra

tegy

for t

he B

ay A

rea;

the

first

ap

plic

atio

ns o

f thi

s str

ateg

y w

ill b

e as

par

t of t

he I-

80 S

mar

t Cor

ridor

Pr

ojec

t (In

tegr

ated

Cor

ridor

Mob

ility

, or I

CM) i

n th

e ea

st b

ay, a

nd in

Sa

n M

ateo

Cou

nty

on U

S 10

1 an

d SR

82

as p

art o

f the

El C

amin

o Re

al

SMAR

T Co

rrid

or P

roje

ct.

Caltr

ans h

as a

ppro

val a

utho

rity

via

Ram

p M

eter

ing

Agre

emen

ts, t

ypic

ally

exe

cute

d w

ith th

e lo

cal j

ursi

dict

ion

that

is a

djac

ent

to th

e ra

mp.

If ra

mp

met

erin

g is

par

t of a

larg

er p

roje

ct, t

he A

geem

ent w

ill b

e ex

ecut

ed w

ith th

e le

ad a

genc

y on

the

larg

er

proj

ect.

The

Ram

p M

eter

ing

Agre

emen

t def

ines

the

met

erin

g ra

tes.

Ap

prov

al p

roce

ss in

clud

es th

e fe

dera

l sys

tem

s en

gine

erin

g Ve

e pr

oces

s and

a C

altr

ans P

ID.

The

I-80

SMAR

T Co

rrid

or p

roje

ct w

as le

d by

Ala

med

a CT

C, a

nd is

a

coop

erat

ive

effo

rt b

etw

een

The

Calif

orni

a D

epar

tmen

t of

Tran

spor

tatio

n (C

altr

ans)

; the

ten

mun

icip

aliti

es a

long

the

corr

ido

AC T

rans

it; W

estC

AT; A

lam

eda

Coun

ty T

rans

port

atio

n Co

mm

issi

on(A

lam

eda

CTC)

; Con

tra

Cost

a Co

unty

Tra

nspo

rtat

ion

Auth

ority

(C

CTA)

; Wes

t Con

tra

Cost

a Tr

ansp

orta

tion

Advi

sory

Com

mitt

ee

(WCC

TAC)

; and

the

Met

ropo

litan

Tra

nspo

rtat

ion

Com

mis

sion

. Ca

ltran

s typ

ical

ly re

tain

s ow

ners

hip

of th

e eq

uipm

ent.

Per F

rank

: "Fo

r the

I-80

ICM

pro

ject

, whi

le th

e le

ad a

genc

y w

as th

eAC

CTC

, Cal

tran

s was

stea

dfas

t in

the

requ

irem

ent t

hat t

he

oper

atio

nal a

utho

rity

rem

ain

with

Cal

tran

s."

Dyna

mic

Lan

e U

se C

ontr

ol,

incl

udin

g M

erge

/Sho

ulde

r

US-

101

and

I-280

do

not e

mpl

oy th

is st

rate

gy to

day.

The

I-80

Sm

art

Corr

idor

pro

ject

will

hav

e th

e ab

ility

to u

se d

ynam

ic la

ne c

ontr

ol

thro

ugh

the

use

of g

antr

y m

ount

ed la

ne c

ontr

ol si

gns.

Ca

ltran

s; a

ppro

val p

roce

ss in

clud

es th

e fe

dera

l sys

tem

s eng

inee

ring

Vee

proc

ess a

nd a

Cal

tran

s PID

.Th

e I-8

0 SM

ART

Corr

idor

pro

ject

is a

n ex

ampl

e of

age

ncy

role

s and

re

spon

sibi

litie

s in

proj

ect d

evel

opm

ent f

or th

is ty

pe o

f str

ateg

y.

Dyna

mic

Spe

ed L

imits

/

Advi

sorie

s

US-

101

and

I-280

do

not e

mpl

oy th

is st

rate

gy to

day.

The

I-80

Sm

art

Corr

idor

pro

ject

will

be

the

first

app

licat

ion

of th

is st

rate

gy in

the

Bay

Area

; the

lim

its w

ill b

e ad

viso

ry o

nly.

Ca

ltran

s has

app

rova

l aut

horit

y; a

n ag

reem

ent w

ith C

HP

is re

quire

d to

iden

tify

the

enfo

rcem

ent a

ppro

ach

The

I-80

SMAR

T Co

rrid

or p

roje

ct is

an

exam

ple

of a

genc

y ro

les a

nd

resp

onsi

bilit

ies i

n pr

ojec

t dev

elop

men

t for

this

type

of s

trat

egy;

CH

will

pro

vide

enf

orce

men

t.

High

Occ

upan

cy V

ehic

le

(HO

V) C

onve

rsio

n

- The

Bry

ant/

Esse

x st

reet

on-

ram

p to

eas

tbou

nd I-

80 in

dow

ntow

n Sa

n Fr

anci

sco

has a

n H

OV2

+ by

pass

lane

.- T

he S

an M

ateo

C/C

AG is

dev

elop

ing

at le

ast o

ne H

OV

conf

igur

atio

n fo

r US1

01 b

etw

een

the

Sant

a Cl

ara

Coun

ty li

ne a

nd In

ters

tate

380

. Th

e pr

ojec

t is c

urre

ntly

pre

parin

g a

PID

doc

umen

t.- V

TA o

pera

tes 3

6 m

iles o

f HO

V la

nes o

n U

S 10

1 fr

om S

an M

ateo

Co

unty

line

to M

orga

n H

ill in

San

ta C

lara

Cou

nty.

FHW

A ap

prov

al is

requ

ired

to d

esig

nate

righ

t of w

ay o

n in

ters

tate

rout

e as

an

HO

V. F

or ro

utes

on

the

Stat

e H

ighw

ay S

yste

m,

Calif

orni

a Ve

hicl

e Co

de S

ectio

n 21

655.

5 gi

ves C

altr

ans t

he a

utho

rity

to d

esig

nate

a la

ne a

s HO

V; th

is c

ode

also

requ

ires

Caltr

ans t

o ob

tain

the

MPO

(MTC

's) a

nd/o

r cou

nty

tran

spor

tatio

n co

mm

issi

on's

app

rova

l.

Caltr

ans r

equi

res a

PID

doc

umen

t (PS

R an

d PR

) for

a p

roje

ct o

f thi

s mag

nitu

de.

- Whe

n lo

cal f

unds

are

the

mai

n fu

ndin

g so

urce

, the

loca

l age

ncy

wof

ten

lead

pro

ject

dev

elop

men

t. In

the

Bay

Area

, Ala

med

a, C

ontr

aCo

sta,

San

ta C

lara

, San

Mat

eo a

nd S

olan

o ag

enci

es h

ave

all l

ed H

Opr

ojec

ts.

In A

lam

eda

Coun

ty, t

he C

ity o

f Fre

mon

t was

des

igna

ted

the

lead

age

ncy

for a

por

tion

of th

e I-8

80 H

OV

lane

pro

ject

. Ca

ltra

will

allo

w a

loca

l age

ncy

to b

e th

e le

ad in

pro

ject

dev

elop

men

t pr

ovid

ed th

ey c

an m

eet t

he o

vers

ight

requ

irem

ents

that

are

spec

ifin

the

Caltr

ans d

esig

n m

anua

l and

the

Caltr

ans C

oope

rativ

e Ag

reem

ent t

hat i

s req

uire

d fo

r des

ign

of th

e fa

cilit

y.- C

altr

ans o

wns

and

ope

rate

s all

HO

V fa

cilit

ies i

n th

e Ba

y Ar

ea (H

OEx

pres

s Lan

es a

re d

iffer

ent;

see

next

row

), re

gard

less

of w

hich

ag

ency

led/

lead

s pro

ject

dev

elop

men

t; th

is is

bec

ause

Cal

tran

s is t

only

age

ncy

with

legi

slat

ive

auth

ority

to d

o so

. N

o le

gisl

atio

n ha

s be

en p

asse

d in

Cal

iforn

ia th

at a

utho

rizes

an

agen

cy o

ther

than

Ca

ltran

s to

"im

plem

ent a

nd o

pera

te"

an H

OV

lane

. Ex

pres

s lan

es a

diff

eren

t; se

e ne

xt ro

w.

Cong

estio

n Pr

icin

g/HO

T Co

nver

sion

- A c

onge

stio

n pr

icin

g to

ll is

aut

horiz

ed fo

r Tre

asur

e Is

land

; the

pr

ojec

t is i

n th

e sy

stem

s eng

inee

ring

phas

e.- N

o H

OT/

Expr

ess L

anes

exi

st to

day

on 1

01 o

r 280

. El

sew

here

in th

e Ba

y Ar

ea, H

OT/

Expr

ess L

anes

are

in p

lace

alo

ng I-

880/

SR-2

37,

oper

ated

by

VTA;

and

on

I-680

, ope

rate

d by

Sun

ol JP

A. A

dditi

onal

H

OT

/ Ex

pres

s Lan

es a

re u

nder

con

stru

ctio

n on

I-58

0, to

be

oper

ated

by

the

Alam

eda

CTC

(ope

ning

in 2

015)

and

on

I-680

in C

ontr

a Co

sta

Coun

ty, t

o be

ope

rate

d by

BAI

FA.

- VTA

is p

lann

ing

to c

onve

rt 3

6 m

iles o

f US

101

into

Exp

ress

Lan

es.

The

proj

ect i

s cur

rent

ly in

the

Des

ign

phas

e, a

nd is

exp

ecte

d to

be

open

in L

ate

2018

.- M

TC a

nd C

CAG

are

cur

rent

ly st

udyi

ng th

e fe

asib

ility

of E

xpre

ss

Lane

s on

US1

01 in

San

Mat

eo, b

etw

een

the

Sant

a Cl

ara

Coun

ty li

ne

and

Inte

rsta

te 3

80.

- A fe

dera

l tol

ling

agre

emen

t is r

equi

red

for t

ollin

g on

inte

rsta

te h

ighw

ays.

FH

WA

also

requ

ires t

hat E

xpre

ss L

anes

pro

ject

s fo

llow

the

Fede

ral S

yste

ms E

ngin

eerin

g "V

ee"

proc

ess.

- Sta

te le

gisl

ativ

e au

thor

ity is

requ

ired

for i

mpl

emen

ting

a to

ll fa

cilit

y in

Cal

iforn

ia.

Sta

te la

w p

rohi

bits

con

vert

ing

mix

ed u

se

lane

s dire

ctly

into

Exp

ress

Lan

es; o

nly

HO

V la

nes m

ay b

e co

nver

ted

into

HO

T or

Exp

ress

Lan

es.

- Cal

tran

s mus

t app

rove

a P

ID d

ocum

ent f

or E

xpre

ss L

anes

. In

San

Fra

ncis

co, t

his w

ould

als

o lik

ely

requ

ire C

altr

ans a

ppro

val

of d

esig

n ex

cept

ions

.- V

TA to

lling

aut

horit

y (a

nd A

lam

eda’

s) w

as o

rigin

ally

spec

ified

in A

B 20

32 (D

utra

200

4) w

hich

add

ed se

ctio

ns 1

49.5

(Sun

ol

JPA)

and

149

.6 (V

TA) t

o th

e St

reet

s and

Hig

hway

Cod

e al

low

ing

dem

onst

ratio

n H

OT

lane

pro

ject

s. A

B 57

4 (T

orric

o 20

07)

mad

e th

ese

proj

ects

per

man

ent.

- A

B 14

67 in

200

6 al

low

ed re

gion

al tr

ansp

orta

tion

agen

cies

to re

ques

t app

rova

l fro

m th

e CT

C to

ope

rate

HO

T la

nes.

- MTC

obt

aine

d th

e au

thor

ity fr

om C

TC in

201

1 to

dev

elop

and

ope

rate

270

mile

s of e

xpre

ss la

nes i

n Ba

y Ar

ea in

201

1 (A

B 14

67, 2

006)

. In

Apr

il 20

13 M

TC d

eleg

ated

this

aut

horit

y to

"de

velo

p an

d op

erat

e" to

BAI

FA th

roug

h a

coop

erat

ive

agre

emen

t. BA

IFA

was

form

ed in

200

6 by

MTC

and

BAT

A to

fina

nce

the

stat

e co

ntrib

utio

n to

the

brid

ge se

ism

ic p

rogr

am a

nd “

to p

lan,

de

velo

p an

d fu

nd tr

ansp

orta

tion

rela

ted

proj

ects

.” T

he B

AIFA

Boa

rd h

as re

pres

enta

tives

from

MTC

, BAT

A, a

nd A

lam

eda,

Co

ntra

Cos

ta, a

nd S

olan

o Co

untie

s.

- In

2010

, AB

798

esta

blis

hed

the

Calif

orni

a Tr

ansp

orta

tion

Fina

nce

Auth

ority

(CTF

A), w

hich

was

gra

nted

the

pow

er to

au

thor

ize

Caltr

ans o

r oth

er re

gion

al tr

ansp

orta

tion

agen

cies

to u

se to

lls a

s a m

eans

of f

inan

cing

a tr

ansp

orta

tion

faci

lity.

- SFC

TA, a

s the

Tre

asur

e Is

land

Mob

ility

Man

agem

ent A

genc

y, h

as

auth

ority

to o

wn

and

oper

ate

the

TI c

onge

stio

n pr

icin

g pr

ogra

m

thro

ugh

AB98

0 (2

008)

and

AB1

41 (2

014)

.-T

he I-

680

Expr

ess L

anes

are

ope

rate

d by

Sun

ol JP

A. C

altr

ans o

wns

the

right

of w

ay; t

he S

unol

JPA

owns

the

tolli

ng e

quip

men

t. T

his

arra

ngem

ent a

lso

appl

ies t

o th

e Ex

pres

s Lan

es o

pera

ted

by V

TA.

Sim

ilarly

, the

I-58

0 Ex

pres

s Lan

es w

ill b

e ow

ned

by C

altr

ans a

nd

oper

ated

byA

lam

eda

CTC.

The

Sun

ol JP

A an

d Sa

nta

Clar

a bo

th

oper

ate

in a

sim

ilar m

anne

r: th

ese

agen

cies

hav

e op

erat

iona

l con

tan

d da

y to

day

resp

onsi

bilit

ies f

or th

e st

affin

g, se

ttin

g of

tolls

and

m

aint

enan

ce o

f tol

l rel

ated

equ

ipm

ent.

Eac

h ha

s an

agre

emen

t wCa

ltran

s spe

cify

ing

role

s and

resp

onsi

bilit

ies;

in th

ese

case

s, C

altr

am

aint

ains

the

pave

men

t.

67

Pote

ntia

l Str

ateg

ies

Adap

tive

Ram

p M

eter

ing

(ARM

)

Dyna

mic

Lan

e U

se C

ontr

ol,

incl

udin

g M

erge

/Sho

ulde

r

Dyna

mic

Spe

ed L

imits

/

Advi

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68

M:\PnP\2015\M

Mem

Date:

To:

From:

Through:

Subject:

Summary

The TransdevelopmeAuthority, irequired teand interacis funded wTIDA fundRamps ProEastern SpcompletionYBI Bridgethe SFOBB2017 time improveme

BACKGROU

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Plans andBreed, Far

Lee Saage

Tilly Chang

INFORMATImprovem

sportation Authnt of the I-80/in its capacity achnical docum

cting with the Cwith a combinads. The scope ooject—which inpan of the San in August 201e Structures onB. This compon

frame after thents project. Th

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sportation Auevelopment o

Transportatiprepare and

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Project), whiche new Eas the existing

traffic circula

randum of Aent responsibation Author

Update.docx

ndum

d Programs rrell, Yee and

– Deputy D

g – Executive

ION – Majorment Project

hority is work/Yerba Buena as the Congestientation for th

California Depaation of Federaof the I-80/YBncludes construan Francisco-O16; and 2) the Y

n the west side onent of the prohe completion his is an inform

uthority is woof the I-80/ion Authoritd obtain ap

ment Project portation (Cament Projectch includes cstern Span o

YBI West Siation leading

Agreement (bilities for thrity. TIDA h

m

Committee:d Wiener (Ex

Director for C

e Director

r Capital Pr

king jointly wiIsland (YBI) Iion Managemene I-80/YBI Int

artment of Tranal Highway BridBI Interchange ucting new wes

Oakland Bay BYBI West-Side of the island, aoject is in the en

of the YBI Rmation item.

orking jointly/Yerba Buenty, in its capaproval for abecause of ialtrans) on dt includes twconstructing of the San Fide Bridges Pto and from

(MOA) betwhe project o

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th the Treasurnterchange Imnt Agency, to lterchange Imprnsportation (Cadge Program, SImprovement Pstbound on anridge (SFOBBBridges Projec critical compongineering phasRamps project

y with the Tra Island (YBacity as the all required its expertise

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ween the Traf required cnsibility to r

ners Tang (C

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lead the effort rovement Projealtrans) on desiState PropositioProject include

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reasure IslandBI) InterchanCongestion technical din funding a

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ansportation consultant coreimburse the

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Yerba Buena

velopment Autoject. TIDA asto prepare andect because of ign aspects of ton 1B Seismic

es two major co(on the east sidy in constructides the seismictraffic circulati

duled to go to crans SFOBB e

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d off ramps Bridge (SFOof the island

Authority aontract worke Transporta

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ans and ProgramsFebru

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thority (TIDA)sked the Transpd obtain approv

its expertise inthe project. ThRetrofit (Prop

omponents: 1) Tde of YBI) to ion and sched

c retrofit of theion leading to aconstruction in astbound on-o

ent Authoritement Projec

nt Agency, toon for the Ing with the Ccope of the IRamps Impr(on the eas

OBB); and 2, a critical co

and TIDA ek administereation Author

Page 1 of 4

s Committee uary 10, 2015

e Chair),

terchange

) on the portation val for all n funding he project 1B) and The YBI the new

duled for e existing and from the early

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ty (TIDA) ct. TIDA

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stablishes ed by the rity for all

69

M:\PnP\2015\Memos\02 Feb\YBI IC Update.docx Page 2 of 4

costs for the I-80/YBI Interchange Improvement Project that are not reimbursed by federal and state funds and also provides the required local match.

DISCUSSION

YBI Ramps Project: Consistent with the MOA between the Transportation Authority and TIDA for the I-80/YBI Improvement Project, the Transportation Authority has undertaken the procurement and management of professional consultant services to provide the necessary engineering, environmental and construction management services for the YBI Ramps project.

The YBI Ramps Improvement Project Final Environmental Impact Report/Environmental Impact Statement, with Caltrans as the National Environmental Policy Act (NEPA) lead agency under delegation from the Federal Highway Administration and the Transportation Authority as the California Environmental Quality Act (CEQA) lead agency, was approved in December 2011.

The Transportation Authority completed the Plans, Specifications and Estimates and right of way certification efforts for the project in March 2013, started advertisement of the construction contract with a Disadvantaged Business Enterprise (DBE) goal of 12.5% in September 2013 and opened three bids in November 2013. The construction contract was awarded to Golden State Bridge Inc. in December 2013 in the amount of $49,305,346 construction contract with a 13.83% DBE commitment. A total construction allotment of $63,874,686 was approved to cover the contract award amount, supplemental work funds, State furnished materials, and 20% contingency. Construction activities started in January 2014 and are approximately 54% complete with construction contract expenditures to date of $26,945,937. Currently the contractor is tracking at 13.49% DBE participation and on target to meet the 13.83% commitment. Approximately 80% of all bridge foundation and column support work is complete. Construction completion is on schedule for August 2016.

Challenges as the project moves through the construction phase include: completing all foundation and column work in the summer of 2015; ensuring bridge false work erection safety compliance; meeting DBE goal compliance; minimizing traffic delays on the island in compliance with US Coast Guard License Agreement requirements and completing the construction contract by the summer of 2016 and within the available budget.

The project is funded with a combination of Federal Highway Bridge Program (HBP), State Proposition 1B Seismic Retrofit (Prop 1B) and TIDA funds. Table 1 summarizes the total estimated cost and funding for all phases (engineering, environmental, right of way, construction) of the YBI Ramps Project.

Table 1 Federal HBP $78,555,000State Prop 1B $9,423,000 TIDA $10,064,000Total $98,042,000

YBI West Side Bridges Project: Consistent with the MOA between the Transportation Authority and TIDA for the I-80/YBI Improvement Project, the Transportation Authority has undertaken the procurement and management of professional consultant services to provide the necessary engineering and environmental services to produce all necessary technical documents for the project. There are a total of eight (8) bridge structures being studied. These bridge structures are a vital component of the YBI traffic circulation system and also serve as an important part of the on and off-ramp system to I-80 and the SFOBB. Seismic Strategy Reports for all eight-bridge structures were approved by the Caltrans Structures

70


Department in December 2011. The approved reports indicated that five of the bridge structures should be retrofitted in place while three of the bridge structures were recommended for replacement. Separate environmental documents Categorical Exclusions per NEPA and Categorical Exemptions per CEQA for each of the eight bridges were approved in December 2012.

As part of continued preliminary engineering and design efforts and as required by federal funding a Value Engineering Analysis (VA) Report was prepared in February 2014 in consultation with TIDA, the San Francisco Public Works (SFPW), and independent construction experts. The VA team made various recommendations for the Transportation Authority’s and TIDA’s consideration to reduce overall project risk and cost. The recommended VA Report Alternative estimated at $66 million will save approximately $9 million compared to the environmentally approved alternative estimated at $75 million and will also improve seismic performance, simplify construction efforts, minimize maintenance cost and is preferred by TIDA and SFPW. Caltrans approved the VA Report in November 2014. The introduction of the VA Alternative will require additional engineering and environmental analysis to be performed. All work necessary to prepare the required technical analysis will be performed in accordance with current Caltrans and Federal Highway Administration policies and procedures.

Project Schedule: The Transportation Authority desires to adhere to the milestone schedule shown below.

VA Alternative Environmental Approval March 2016

PS&E Completion December 2016

Construction Start March 2017

Construction Completion Summer 2019

Construction start is scheduled to start after completion of the YBI Ramps project and the Caltrans SFOBB eastbound on-off ramps improvement project in order to avoid traffic circulation delays to, from and on the island.

Challenges as the project moves through the preliminary engineering phase include: expediting the required additional environmental analysis, early engagement of SFPUC utility divisions to plan for early utility relocations, evaluation of potential alternative construction contract delivery methods; early tree removal contract to avoid environmental delays and completion of the final design by the end of December 2016 to ensure a construction start in early 2017.

Table 2 summarizes the total estimated cost and funding for all phases (engineering, environmental, right of way, construction) of the YBI West Side Bridges Project. Preliminary engineering expenditures as of December 2014 are $6,297,558.

Table 2 Federal HBP $58,718,000State Prop 1B $6,216,000 TIDA $1,392,000Total $66,326,000

ALTERNATIVES

None. This is an information item.

71


CAC POSITION


FINANCIAL IMPACTS


RECOMMENDATION


72

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73

M:\CAC\Meetings\Memos\2015\02 Feb\FY14-15 Budget Amendment.docx Page 2 of 9

Adopted Proposed Proposed

Budget Amendment Amended Budget

FY 2014/15 Increase/(Decrease) FY 2014/15

Revenues:

Sales Tax Revenues 91,826,191$ 6,996,809$ 98,823,000$

Interest Income 392,006 (45,816) 346,190

Federal/State/Regional Revenues

Federal CMAQ Program: eFleet Carsharing Electrified 417,575 479,023 896,598

Federal Highway Bridge Program - I-80/YBI Ramps Interchange Improvement Project 37,493,049 (6,517,869) 30,975,180

Federal Highway Bridge Program - YBI Bridge Structures 2,537,712 (215,127) 2,322,585

Federal Small Smart Funds (from SFMTA): Van Ness Avenue Bus Rapid Transit 31,339 176,820 208,159

Federal Strategic Highway Research Program - 61,975 61,975

Federal Treasure Island Mobility Management Priority Development 127,817 348,183 476,000

State Seismic Retrofit Proposition 1B - I/80 YBI Interchange Improvement Project 4,857,622 (868,201) 3,989,421

Regional MTC - Presidio Parkway (AB1171) - 1,408,129 1,408,129

Regional San Francisco (OCII) - Folsom Street Ramps 2,708,737 583,377 3,292,114

Regional San Francisco (OEWD) - Late Night Transportation - 40,000 40,000

Regional San Francisco (Planning, SFMTA) - Travel Demand Modeling Assistance - 200,000 200,000

Regional San Francisco (SFMTA) - Waterfront Transportation Assessment 60,869 79,499 140,368

Regional San Francisco (SFPUC) - 19th Avenue City-Combined Project - 160,000 160,000

Other Program Revenues 8,628,427 77,682 8,706,109

Other Revenues 5,675,220 (4,603) 5,670,617

Total Increase in Revenues 154,756,564$ 2,959,881$ 157,716,445$

Expenditures:

Capital Project Costs

Individual Project Grants, Programs & Initiatives

Prop K 150,000,000$ (25,000,000)$ 125,000,000$

TFCA 809,871 173,185 983,056

Vehicle Registration Fee 10,458,813 - 10,458,813

Subtotal Individual Project Grants, Programs & Initiatives 161,268,684 (24,826,815) 136,441,869

Technical Professional Services

eFleet Carsharing Electrified 421,851 484,619 906,470

I-80/YBI Ramps Improvement Project 42,246,494 (7,324,062) 34,922,432

YBI Bridge Structures 2,830,000 (234,564) 2,595,436

Van Ness Avenue Bus Rapid Transit 132,500 169,731 302,231

Strategic Highway Research Program - 42,900 42,900

Treasure Island Mobility Management Agency 329,000 116,229 445,229

Folsom Street Ramps 2,530,000 583,377 3,113,377

Late Night Transportation - 25,650 25,650

Waterfront Transportation Assessment 29,000 73,341 102,341

19th Avenue City-Combined Project 170,021 273,093 443,114

San Francisco Transportation Plan Update - 24,375 24,375

Freeway Corridor Management Study - 70,980 70,980

Transit Core Capacity Study - 90,000 90,000

Other Technical Professional Services 4,535,409 105,788 4,641,197

Subtotal Technical Professional Services 53,224,275 (5,498,543) 47,725,732

Subtotal Capital Project Costs 214,492,959 (30,325,358) 184,167,601

Administrative Operating Costs

Personnel Expenditures 5,975,770 574,704 6,550,474

Non-personnel Expenditures 3,180,230 - 3,180,230

Subtotal Administrative Operating Costs 9,156,000 574,704 9,730,704

Debt Service 1,786,600 - 1,786,600

Total Decrease in Expenditures 225,435,559$ (29,750,654)$ 195,684,905$

Table 1

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Prop K Sales Tax Revenues: The budgeted revenues for Sales Tax programs are from a voter-approved levy of 0.5% sales tax in the county of San Francisco for transportation projects and programs included in the voter-approved Expenditure Plan. The Prop K Sales Tax Revenue’s Expenditure Plan includes investments in four major categories: 1) Transit; 2) Streets and Traffic Safety; 3) Paratransit services for seniors and disabled people and 4) Transportation System Management/Strategic Initiatives. The Transportation Authority’s adopted FY 2014/15 budget included anticipated sales tax revenues of $91.8 million. Based on FY 2014/15 sales tax revenues earned through December 2014 of $49.6 million, the Transportation Authority projects sales tax revenues to increase compared to the budgeted revenues for FY 2014/15 by $7 million, as shown on Table 1. This projection is aligned with the San Francisco Controller’s Office’s projection that FY 2014/15 sales tax revenues will increase by 5% as compared to the actual revenues earned in FY 2013/14. The sales tax revenue projection is net of the Board of Equalization’s charges for the collection of the tax.

Interest Income: Most of the Transportation Authority’s investable assets are deposited in the City’s Treasury Pool. Based on direction from the Treasurer’s Office, the Transportation Authority’s adopted FY 2014/15 budget assumed to earn approximately 0.5% during the year for deposits in the Pooled Investment Fund with an average sales tax fund budgeted cash balance of approximately $77 million during the year. The level of Transportation Authority deposits held in the pool during the year depends on the Prop K capital project reimbursement requests. The budgeted cash balance consists largely of allocated Prop K funds, which are invested until invoices are received and sponsors are reimbursed. Interest income earned through December 2014 was $170,116, due to a lower average sales tax fund cash balance. This amendment decreases Interest Income by $45,816 for FY 2014/15 activity, as shown on Table 1.

eFleet Carsharing Electrified Project: The Transportation Authority serves as a fiscal agent to support City CarShare. In October 2010, the Metropolitan Transportation Commission (MTC) awarded $1.7 million in federal Congestion Mitigation and Air Quality Improvement Program funds to the Transportation Authority for this project. In December 2011 and August 2012, the Transportation Authority received authorization from the California Department of Transportation (Caltrans) to spend $1.7 million on the project. Required local match funds are reimbursed to the Transportation Authority by City CarShare. We anticipate higher expenditures in FY 2014/15 due to project delays associated with federal procurement processes from the previous fiscal year. We obtained approvals from MTC and Caltrans recently to use federal funds to buy electric vehicles instead of electric vehicle charging stations to streamline the federal process. City CarShare anticipates completing the project by June 2016. This amendment increases Federal Revenues by $479,023 and Capital Project Expenditures by $484,619 for FY 2014/15 activity, as shown on Table 1.

Interstate 80/Yerba Buena Island (YBI) Interchange Improvement Project: We are working jointly with the Treasure Island Development Authority (TIDA) on the development of the I-80/YBI Ramps Improvement Project and YBI Bridge Structures (collectively known as the I-80/YBI Interchange Improvement Project). In July 2013, Caltrans approved a $77.5-million construction phase funding request, consisting of a combination of Federal Highway Bridge Program and State Proposition 1B Seismic Retrofit funds. Construction activities for the I-80/YBI Ramps Improvement Project began in February 2014 and are slightly slower than anticipated due to delays in tree removal and foundation construction work caused by early nesting of birds in the unusually dry, warm weather last winter season. In addition, the original budget assumed use of more contingency funds in this fiscal year than anticipated. We still anticipate construction for the project will be completed by August 2016. Due to the delay of additional federal funding, a portion of this year’s project activities for the YBI Bridge Structures will be deferred to FY 2015/16. This amendment decreases Federal Revenues by $6,732,996,

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decreases State Revenues by $868,201 and decreases Capital Project Expenditures by $7,558,626 for FY 2014/15 activity, as shown on Table 1.

Van Ness Avenue Bus Rapid Transit (BRT) Project: In 2010, the San Francisco Municipal Transportation Agency (SFMTA) designated a Project Manager for the project who would subsequently assumed responsibility for leading the engineering designs and development of the associated Conceptual Engineering Report, with support from San Francisco Public Works. In November 2012, the SFMTA Transit Capital Committee approved the use of $1,486,000 of the Federal Transit Administration (FTA) Small Starts funds for the environmental and advanced conceptual engineering phase of the project in order to preserve Prop K funds to match FTA Small Starts funds in future phases of the project. In December 2012, through Resolution 13-20, the Board approved amending the Memorandum of Agreement (MOA) with SFMTA to provide an additional $208,962 in appropriated Prop K funds to the SFMTA and accept $434,531 in FTA Small Starts Funds from the SFMTA to complete the environmental phase of the project and both agencies finalized the transition plan for the project. Due to the delay of MOA negotiations, a portion of the revenue reimbursements have been deferred to FY 2014/15. This amendment increases Federal Revenues by $176,820 and Capital Project Expenditures by $169,731, as shown on Table 1.

Strategic Highway Research Program Transit Passenger Simulation: In Fall 2014, the Federal Highway Administration (FHWA) awarded the Transportation Authority (as part of a three-agency consortium) a $700,000, 24-month grant to implement applied research on transit passenger simulation in a real-world planning environment. At the conclusion of this grant, San Francisco will have a more robust set of tools with which to analyze transit crowding and transit reliability. While a large tranche of the work will be completed in-house, technical professional services are needed for project management among the three agencies, and planning expertise. This amendment increases Federal Revenues by $61,975, increases Capital Project Expenditures by $42,900 and shifts Administrative Operating (Personnel) Costs from Sales Tax Program to Congestion Management Agency (CMA) Programs by $19,075 for FY 2014/15 activity, as shown on Table 1.

Treasure Island Mobility Management Agency (TIMMA): On April 1, 2014, through Resolution No. 110-14, the San Francisco Board of Supervisors designated the Transportation Authority as the TIMMA for San Francisco to oversee the implementation of the Treasure Island Transportation Implementation Plan in accordance with the Treasure Island Transportation Management Act (AB 981), which includes congestion pricing and travel demand management on Treasure Island. Work to date has included the near completion of the policy and financial analysis of the congestion pricing program, drafting of TIMMA agency formation plans, and collaboration with partner agencies on operating agreements. The scope of work for FY 2014/15 focuses on completing the policy and financial analyses, ongoing governance and outreach activities, and beginning the system manager engineering phase of work. Tasks include: developing agency partnership agreements; recommending toll policies; developing cost estimates and a financial profile of the program; preparing the Concept of Operations system engineering document; and continued agency and public stakeholder involvement. TIMMA program revenues for FY 2014/15 include federal grant funds from FHWA and the MTC and local funds from TIDA. Since MTC grant conditions requires reimbursement to be requested only upon the completion of grant deliverables, revenue reimbursements incurred through June 30, 2014 have been deferred to FY 2014/15. In addition, on October 21, 2014, through Resolution 15-13, the Transportation Authority Board appropriated $150,000 in Prop K funds for the TIMMA Program. This amendment increases Federal Revenues by $348,183 and increases Capital Project Expenditures by $116,229 for FY 2014/15 activity, as shown on Table 1.

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Presidio Parkway Project: Construction of the Presidio Parkway is organized into two phases, with Phase I being delivered under a traditional design-bid-build process and Phase II under a public-private partnership agreement. The project has a very complicated funding plan comprised of more than 15 different federal, state, regional, and local sources. In November 2009, MTC awarded $80 million in AB1171 regional bridge tolls to the Transportation Authority for expenses related to Phase I construction, which was completed in the spring of 2012. Total expenditures for this effort were recognized in FY 2011/12. Due to the delay of complete invoice submittals, revenue reimbursements for Phase I construction costs of $1,408,129 incurred by Caltrans through June 30, 2012 has been deferred to FY 2014/15. The overall project budget has not changed. This amendment increases Regional Revenues by $1,408,129 for FY 2014/15 activity, as shown on Table 1.

Construction activities for the Presidio Parkway Project Phase II are currently anticipated to be substantially completed by September 2015. Caltrans will provide a one-time milestone payment upon substantial completion of construction and will continue to make quarterly availability payments to the developer, Golden Link Concessionaire, LLC. Transportation Authority responsibilities include arranging for and serving as aggregator of all local funds for the milestone payment, including $75 million from the Golden Gate Bridge, Highway and Transportation District (Bridge District) and $20.3 million of Prop K funds. Based on the funding agreement between the Bridge District and the Transportation Authority, the Bridge District shall pay the Transportation Authority no later than 75 days prior to the substantial completion date. Prop K funds will be requested through a separate appropriation request. Should the project advance faster than currently anticipated, triggering a milestone payment prior to June 30, 2015, this would result in a significant increase in both Regional Revenues and Capital Project Expenditures which would be reflected in a second mid-year budget amendment.

Folsom Street Off-Ramp Realignment Project: In August 2013, the Office of Community Investment and Infrastructure (OCII), as the Successor Agency to the San Francisco Redevelopment Agency, requested that the Transportation Authority be the lead agency in the implementation of the project and will fully reimburse the Transportation Authority for project management, administrative, construction management, and construction services, collectively referred to as the construction phase. The Folsom Street off-ramp provides a San Francisco exit from the Bay Bridge, currently touching down at Folsom and Fremont Streets. The OCII has an agreement with Caltrans to realign the ramp to provide for a more functional intersection consistent with the area’s redevelopment plan. Construction activities began in September 2014 and are anticipated to be completed by May 2015. On February 17, 2015, the OCII Board approved an amendment to the MOA to fully reimburse the Transportation Authority for a total not to exceed $3,479,541 for additional construction and construction support expenditures. The proposed budget amendment increases Regional Revenues by $583,377 and Capital Projects Expenditures by $583,377 for FY 2014/15 activity, as shown on Table 1.

All construction projects typically incur change orders due to site conditions differing from those anticipated during design. Chemical and material tests of excavated materials are required prior to transporting the materials off-site. The two stockpiles of materials excavated when the old ramp was demolished have test positive for contamination: one with oil contamination and another with lead contamination. Preliminary tests of material not yet excavated also suggest another pocket of lead contamination. The oil-contaminated material will be hauled off-site to an appropriate landfill and costs have been included in the current budget amendment. The disposition of the lead-contaminated material, including cost and time impacts, is still being discussed with OCII and Caltrans staff. This will likely result in another increase in both Regional Revenues and Capital Project Expenditures and will be reflected in a second mid-year budget amendment, if necessary.

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Late Night Transportation: At the urging of the Board of Supervisors, the Office of Economic and Workforce Development (OEWD) and the City’s Entertainment Commission formed a Late Night Transportation Working Group to create a Late Night Integrated Transportation Plan to improve late night transportation options for San Francisco residents, workers, and visitors. Through an MOA with OEWD, OEWD provides funding to the Transportation Authority for project management and consulting services to support the Late Night Transportation Working Group led by OEWD and the Entertainment Commission. This amendment increases Regional Revenues by $40,000, increases Capital Projects Expenditures by $25,650, and shifts Administrative Operating (Personnel) Costs from Sales Tax Program to CMA Programs by $14,350 for FY 2014/15 activity, as shown on Table 1.

Travel Demand Modeling Assistance: The Transportation Authority maintains the “SF-CHAMP” San Francisco Travel Demand Forecasting Model, which is the official transportation modeling tool for San Francisco and is certified as compliant with the Regional Transportation Plan by the MTC. The SFMTA and Planning Department frequently requests travel demand projects from SF-CHAMP to evaluate the impacts for various City projects. The SFMTA and the Planning Department agreed to provide funding of up to $100,000 each to the Transportation Authority for the care, maintenance and updates of SF-CHAMP, in order to implement new relevant features, reporting tools and up-to-date assumptions about travel behavior. All project expenditures were included in the Transportation Authority’s adopted FY 2014/15 budget. This amendment increases Regional Revenues by $200,000, as shown on Table 1.

19th Avenue City-Combined Project: The SFMTA, as part of its Transit Effectiveness Project, proposes to construct corner bulb-outs at 21 intersections along the 19th Avenue corridor between Lincoln Way and Junipero Serra Boulevard. In addition, the SFMTA will replace the light rail track in 19th Avenue at Rossmoor Drive to maintain a state of good repair. The San Francisco Public Utilities Commission (SFPUC) proposes to replace and/or add water distribution lines; and to inspect, repair and/or replace sewer mains and laterals within or crossing 19th Avenue between Lincoln Way and Eucalyptus Drive. The SFMTA and SFPUC work along the 19th Avenue corridor between Lincoln Way and Junipero Serra Boulevard will be combined into one City project referred to as the 19th Avenue City Combined Project (Project). Since 19th Avenue and Park Presidio Boulevard together comprises U.S. Highway 1 through the City, which is owned by Caltrans, Caltrans must review and approve the design of all improvements to these streets. The Transportation Authority will complete the project approval documents required by Caltrans in accordance with Caltrans standards, including a Project Study Report/Project Report, in order to prepare the Project for the final engineering design phase. The SFPUC has agreed to contribute to the Transportation Authority for the preparation of the project approval documents required by Caltrans. The Project is also funded by a $717,000 Prop K appropriation, previously approved through Resolution 09-57. This amendment increases Regional Revenues by $160,000 and Capital Projects Expenditures by $273,093 for FY 2014/15 activity, as shown on Table 1.

Prop K Project Grants, Programs & Initiatives: Our estimated FY 2014/15 capital expenditures for Prop K project grants, programs and initiatives was based on sponsor input and analyses leading to adoption of the 2014 Strategic Plan in September 2014, the 2014 5-Year Prioritization Program updates, and a review of current project delivery and reimbursement rates. We recommend revising this estimate down from $150 million to $125 million, a $25 million decrease, as shown on Table 2. Just over a dozen of the largest Prop K projects accounted for over 80% of anticipated Prop K Expenditures in the adopted budget. Most of the proposed capital expenditure decrease can be attributed to delays in the SFMTA’s Radio Replacement Project (one of the largest Prop K allocations) and a suite of related Central Control and Communications Projects which have schedules that are dependent upon the Radio Replacement Project. The design build contract for the Radio Replacement Project links payments to

78


delivery milestones; thus, SFMTA has indicated that an anticipated milestone payment of over $20 million in FY 2014/15 have been pushed out reducing this year’s expenditures to an estimated $3 million. The recommended $25 million decrease in capital expenditures also reflects sponsors’ practice of billing other sources (e.g. bonds, federal funds) first, a handful of de-obligations as projects close out, and project delays often associated with coordination with other agencies (e.g. complete streets coordination).

Transportation Fund for Clean Air (TFCA) Program Expenditures: Through the TFCA program, the Transportation Authority recommends projects that improve air quality by reducing motor vehicle emissions. The TFCA capital program includes new FY 2014/15 projects, and carryover prior year projects with multi-year schedules. This amendment increases Capital Project Expenditures by $173,185 for FY 2014/15 activity, as shown on Table 2. The primary reason for the increase in Capital Project Expenditures is that an additional $246,239 in TFCA funds were reprogrammed to new projects in FY 2014/15 than had been anticipated. These additional funds were from the cancelled City College Bicycle Route 770 Modification project and de-obligations from completed projects.

San Francisco Transportation Plan (SFTP) Update: In 2013, the Transportation Authority adopted the SFTP that serves as the city’s blueprint for transportation system development and investment over the next 30 years. Consistent with newly adopted regional guidelines for development of countywide transportation plans, we initiated the 2017 SFTP Update in 2014 to update the plan to account for changes in mobility conditions since the last plan was adopted (e.g., the proliferation of Transportation Network Companies, significant housing construction, etc.) and to inform the 2017 Regional Transportation Plan (Plan Bay Area) update, which is now underway. The SFTP Update will identify key transportation needs through an analysis of future trends, and aligns these needs with projected available funding, as well as potential new revenues. The SFTP Update will include background papers and studies (land use, revenue, institutional, etc.) and strategic policy initiatives to support the investments in the transportation system. Consultant tasks for this project include project management support and technical analysis for needs identification and investment scenarios. This amendment reflects early planning activities, scoping, and coordination work with City partners to develop a project charter for this multi-agency effort. The amendment increases Capital Projects Expenditures by $24,375 and shifts Administrative Operating (Personnel) Costs from Sales Tax Program to CMA Programs by $109,942 for FY 2014/15 activity, as shown on Table 1.

San Francisco Freeway Corridor Management Study (SF FCMS): SF FCMS is a collaborative effort that builds on recommendations from the 2013 SFTP calling for such a study to help address significant projected increases in travel demand and congestion in the U.S. 101/I-280 corridors. The SF FCMS initiates a planning process to look at ways to increase the operational efficiency and person throughput of San Francisco's freeways by considering technology and signage/striping, as well as converting existing general purpose travel lanes to carpool or transit lanes, and/or managed (express) lanes. It will provide inputs and priorities from San Francisco into parallel freeway management plans at both the regional and state level. This was one of the highest performing projects in Plan Bay Area. The SF FCMS findings will inform the development of the 2017 Plan Bay Area and SFTP updates. Project activities in FY 2014/15 will be funded by Prop K, appropriated through Resolution 15-09. This amendment increases Capital Projects Expenditures by $70,980 for FY 2014/15 activity, as shown on Table 1.

San Francisco Bay Area Core Capacity Transit Study: The Transportation Authority is partnering with multiple agencies on the San Francisco Bay Area Core Capacity Transit Study led by the MTC. The study was identified as a critical need through analysis conducted as part of Plan Bay Area and the SFTP and will identify short-, medium-, and long-term solutions to increase transit capacity in the Transbay and Muni

79


Metro corridors. The MTC, the SFMTA, the Bay Area Rapid Transit District, the Alameda Contra Costa Transit District, the Water Emergency Transportation Authority, Caltrain, and the Transportation Authority agreed to partner on the Study under MTC’s leadership. The agencies were successful in securing $1 million in competitive grant funds from the federal Transportation Investment Generating Economic Recovery planning grant program and committed $1 million in local match for a total budget of $2 million to pay for consultant costs of the study. The Transportation Authority’s contribution to project activities will be funded by Prop K, appropriated through Resolution 15-09. This amendment increases Capital Projects Expenditures by $90,000 and shifts Administrative Operating (Personnel) Costs from Sales Tax Program to CMA Programs by $50,000 for FY 2014/15 activity, as shown on Table 1.

Other Technical Professional Services: Other technical professional services need to be updated from the original estimates contained in the adopted FY 2014/15 budget. Additional expenditures anticipated in FY 2014/15 include $50,000 for the Central Subway Phase III – Initial Study, and $42,340 for the Chinatown Community-Based Transportation Plan. Project activities will be funded by Prop K appropriations, previously approved by the Transportation Authority Board. This amendment increases Capital Projects Expenditures by $105,788 for FY 2014/15 activity, as shown on Table 1.

Staff Reorganization Plan: In May 2014, through Resolution 14-80, the Transportation Authority approved a staff reorganization plan to address staff capacity and sustainability issues given ongoing ambitious work programs and Board interest in expanding and enhancing certain aspects of the work program (e.g. communications). The restructuring was not reflected in the adopted budget to allow for time needed to recruit and hire new personnel. The proposed amendment will add five of the eight new full time equivalent positions and two staff promotions. Adoption of the staff reorganization plan did not have immediate budgetary implications because positions are filled dependent upon securing funding. This amendment increases Administrative Operating Expenditures by $574,704 for FY 2014/15 activity, as shown on Table 1.

We propose that the adopted FY 2014/15 Budget be amended as shown in Attachment A.

ALTERNATIVES

1. Adopt a motion of support for amendment of the adopted FY 2014/15 budget to increaserevenues by $2,959,881, decrease expenditures by $29,750,654 for a total net increase in fundbalance of $32,710,535, as requested.

2. Adopt a motion of support for amendment of the adopted FY 2014/15 budget to increaserevenues by $2,959,881, decrease expenditures by $29,750,654 for a total net increase in fundbalance of $32,710,535, with modifications.


FINANCIAL IMPACTS

If approved, the proposed amendment to the FY 2014/15 Budget would add $2,959,881 in revenues and decrease $29,750,654 in expenditures for a net increase of $32,710,535 in fund balance as described above.

RECOMMENDATION

Adopt a motion of support for amendment of the adopted FY 2014/15 budget to increase revenues by $2,959,881, decrease expenditures by $29,750,654 for a total net increase in fund balance of

80


$32,710,535.

Attachments (2): A. Proposed Amended Fiscal Year 2014/15 Budget B. Fiscal Year 2014/15 Budget Amendment Line Item Detail

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Page 1 of 3

e Committee uary 13, 2015

ristensen,

de Transit

Strategic West Side quality in

nate share tion Plan

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85

M:\Finance\2015\Memos\01 Jan\West Side Transit Access SAR Memo.docx Page 2 of 3

ongoing studies and trends, the West Side needs a vision for what it would take to create the kind of high-quality transportation offerings that would reduce reliance on private vehicles and shift additional trips to transit, focusing on one or more specific travel markets.

DISCUSSION

As called for in the Transportation Authority’s procedures governing the development of SARs, the scope of work must be presented to the committee on which the requester sits (in this case, the Finance Committee) and the Transportation Authority Board for approval. The committee and Board will review and provide guidance on the scope of work and schedule before staff proceeds further with SAR development.

The SAR will identify the top priority travel market(s) of interest; explore the current travel patterns of those in the target market; identify the transportation options already available to them and those planned for the future; identify strategic issues and opportunities for each of the selected travel markets; and make recommendations for follow-on work to advance one or more specific project concepts.

The identification of new opportunities for improving alternative mode access for one or more specific travel markets and groups of travelers in the short and medium-terms will be a core part of the SARs analysis. The SAR will examine:

What additional specific strategies could the city pursue to raise the attractiveness of transit inthe selected markets, beyond those that are already planned?

What types of projects would best achieve this, by addressing the gaps or enhancing existingofferings, in the short- and medium terms?

What are potential new policies or roles should be considered along with these projects, for thepublic and/or private sectors?

Possible travel markets of focus could include: improving options for students seeking to access San Francisco State University or other major educational institutions in the west side; improving options for commuters bound for the south bay; or improving options for commuters bound for downtown. The final area(s) of focus will be confirmed through analysis.

We estimate that the SAR could be completed in approximately six months for a total expected cost of $30,000. We anticipate performing most of the work in-house, with some consultant assistance (about $10,000) from our on-call planning contracts, which is the subject of a separate agenda item for the January 13 Finance Committee meeting.

We budgeted for two SARs in Fiscal Year 2014/15. If approved, this would be the first SAR authorized this fiscal year.

ALTERNATIVES

1. Recommend approving the scope of work for the Improving West Side Transit Access SAR, asrequested.

2. Recommend approving the scope of work for the Improving West Side Transit Access SAR, withmodifications.


86

M:\Finance\2015\Memos\01 Jan\West Side Transit Access SAR Memo.docx Page 3 of 3

CAC POSITION

Due to the year-end holidays, the Citizens Advisory Committee (CAC) does not meet in late December and therefore, did not take a position on this item. If the Board approves the scope of work, we will present it to the CAC on January 28 as an information item and seek the CAC’s input.

FINANCIAL IMPACTS

The adopted FY 2014/15 agency budget and work program assumed preparation of two SARs. If approved at the estimated cost of $30,000, there would be no impact on the adopted budget. SARs are funded through Prop K and/or federal Congestion Management Agency planning funds.

RECOMMENDATION

Recommend approving the scope of work for the Improving West Side Transit Access SAR.

Attachment: 1. Improving West Side Transit Access SAR Scope of Work

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Attachment 1.

Improving West Side Transit Access Strategic Analysis Report (SAR)

Draft Scope of Work January 8, 2015

I. Background

A. About SARs: This is a standard section included in all Strategic Analysis Reports (SARs). It describes the SAR development and review process and the role of the document in facilitating policy-level decision-making.

B. History/Context: Equity Analysis conducted for the San Francisco Transportation Plan (SFTP) identified geographic disparities in transit access in the city’s outlying neighborhoods including the west side. As a result of this and other factors, a disproportionate share of west side residents drive alone to work and for shopping and errands. The Sunset District Blueprint, completed in 2014, identified concerns with unreliable or infrequent transit service as a top community concern.

Major strides are being made to improve the quality of transit services serving the west side through the Muni Forward project. Muni Forward will result in frequency, speed and/or reliability improvements to eight transit lines (L-Taraval; N-Judah; 16X-Noriega Express; 18-46th Avenue; 28/28L-19th Avenue; 29-Sunset; 48-Quintara;and the 71L-Haight Noriega). Other studies such as the Metropolitan Transportation Commission’s (MTC’s) upcoming Bay Area Core Capacity Transit Study offers an opportunity to study M-Oceanview improvements and regional express bus services for the west side, to destinations within San Francisco or across the bay to Oakland. Finally, the successful piloting of bike-sharing, citywide focus on improving bicycle and pedestrian facilities, and proliferation of new shared-use and privately provided mobility options on the west side present opportunities for improving transit access.

To inform these ongoing studies and trends, the West Side needs a vision for what it would take, beyond what is already planned, to create the kind of high-quality transportation offerings that would reduce reliance on private vehicles and shift additional trips to transit.

C. Purpose of the SAR:

This SAR will build on work prepared for the Sunset Blueprint, Muni Forward, SFTP and other efforts, to examine high-level options for improving transit access to the west side, focusing on one or more specific travel markets and groups of travelers, which will be identified through analysis.

D. Review of Other Studies and Documents: Several relevant documents will be reviewed as part of this SAR. They include:

The Sunset District Blueprint, which identified key transit hubs withinthe district that need improvement. These include stops on the N Judah

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Attachment 1.

(where Judah intersects La Playa and 46th); the L Taraval (at Wawona and 46th, Tarval and 22nd, and Taraval and 46th), and several others along the 28L, 29 Sunset, and 71 Haight. The Blueprint also notes several pedestrian and bicycle safety concerns that may present barriers to transit access.

The Muni Forward project, which includes conceptual plans for transitupgrades on key transit lines throughout the city, including the N Judah, LTarval, and others in the district. Any specific improvements alreadyplanned for major transit hubs will be inventoried. Boardings by west sidetransit stops will also be reviewed to ensure focus on the most used stops.

The San Francisco Transportation Plan (SFTP), which identified ageographic disparity around transit reliability and access to regional servicesfor neighborhoods like the west side of the city. Since the study waspublished, issues around turnbacks have abated and the SFMTAsuccessfully introduced popular new services like the NX express bus.

SPUR’s Ocean Beach Master Plan, a comprehensive vision to addresssea level rise, protect infrastructure, restore coastal ecosystems and improvepublic access, will be reviewed, along with any relevant follow-on studies.

Professor Susan Shaheen’s Shared Use Mobility Summit White Paper,which documented the policy issues and opportunities for shared usemobility discussed at a summit held in San Francisco in October 2013.

II. Strategic Analysis

A. Existing Conditions: This section will summarize existing travel data and collectnew data, e.g. through focus groups and interviews, to better understand west side travelmarkets, particularly automobile trips, in an effort to improve the competitiveness oftransit and alternative modes. It will examine the following questions:

a. What are the top travel markets to and from the west side? This analysis willexamine the major origins of destinations of west side residents and identifytop destinations for different types of trips. For example, the analysis couldidentify downtown and the south bay as top destinations for commuters.The analysis will also identify the current mode choices of travelers in thesemarkets (e.g. what share of travelers are using transit versus driving alone,walking, or bicycling). One or more top travel markets will be identified as afocus for the remainder of the SAR. For example, options for focused travelmarkets could include student trips to major educational institutions;commuter trips downtown; or commuter trips to south bay.

b. What options do travelers in the selected markets currently have forcompleting their trip, and how competitive are these options with the privateautomobile? The SAR will also take a special look at the rise of sharedmobility services and how these are changing travel habits.

c. What plans are already in place to improve the quality of alternatives to theautomobile in the selected market(s), through projects such as MuniForward, regional transit improvements, major bicycle networkimprovements, high-occupancy vehicle (HOV) lanes and other freeway

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Attachment 1.

management treatments, fare policies, or other relevant options? Are these improvements expected to be sufficient to result in a significant reduction of reliance on private automobiles for this trip?

C. Strategic Issues and Opportunities: This section would identify new opportunities for improving alternative mode access for one or more specific travel markets and groups of travelers in the short and medium-terms It will examine:

a. What additional specific strategies could the city pursue to raise theattractiveness of transit in the selected markets, beyond those that are alreadyplanned?

b. What types of projects would best achieve this, by addressing the gaps orenhancing existing offerings, in the short- and medium terms?

c. What are potential new policies or roles should be considered along withthese projects, for the public and/or private sectors?

III. Next Steps/Recommendations

The SAR will develop a set of recommendations for follow-on work to advance one ormore specific project concepts, including likely order-of-magnitude cost and level ofeffort, responsible agencies, and possible funding sources for implementation.

IV. Bibliography

This section will identify the bibliography as well as individuals and organizationsconsulted in the process of developing the SAR.

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use proxy it once did. States, regions, and the federal government have all begun to discuss the possibility of shifting to a RUC model for funding our transportation system, in part to keep up with inflation and in part to ensure drivers of fuel efficient vehicles pay their fair share to use the road.

In 2007, two congressionally established surface transportation commissions considered the viability of a RUC as a replacement of the federal gas tax. After discussion, the idea was set aside due to a number of concerns. Privacy was cited as the most prominent concern, as were any potential government mandates about the technology that would be used to administer the system.

That left exploration of a RUC to the states. The state of Oregon was the pioneer in studying mileage-based fees, beginning in 2003, and has since undertaken initial pilots and legislative efforts toward developing a statewide system. In recognition of lessons learned from Oregon and the experience of other states, the California State Transportation Agency’s (CalSTA’s) recent California Transportation Infrastructure Priorities report included a proposal to “explore a voluntary pilot program to study, review, and consider the viability of a Mileage-Based User Fee in California.” There has also been local interest in the RUC, which was studied, and ultimately rejected, as a revenue source in Plan Bay Area, the region’s Sustainable Communities Strategy.

In September 2014, the Governor signed Senate Bill (SB) 1077 (DeSaulnier) into law, directing the CalSTA and the California Transportation Commission to establish a RUC Technical Advisory Committee (TAC) to study RUC alternatives to the gas tax and to make recommendations to the Secretary of Transportation on the design of a pilot program. Earlier this month, Assembly Speaker Toni Atkins also expressed support for a RUC for California as part of a package of transportation infrastructure funding pay for needed repair for the state’s highways, bridges, and roads. SB 1077 requires CalSTA to implement a pilot program to identify and evaluate issues related to the potential implementation of an RUC program in California by January 1, 2017. On January 25, the TAC met for the first time, and will meet monthly moving forward. TAC membership is listed in Attachment 1.

DISCUSSION

Three key considerations when considering a RUC are technology, privacy and equity. To address these, RUCs have been studied and piloted in several states. The recent pilot in Oregon serves as the most relevant study for California, especially since Oregon is planning to launch a more extensive pilot in mid-2015.

Technology and Implementation: Technology has finally made a RUC a feasible replacement for the gas tax. The gas tax was initially implemented as a proxy for road use since it is easy to measure and collect. With advances in technology it is now possible to directly measure and charge for road use itself. Options for implementing the RUC and collecting miles traveled data include: Global Positioning System (GPS) on-board units, on-board units that just track mileage, mandatory odometer readings, and flat fees for the use of the road.

The public has begun to accept this type of tracking in real life. For instance, insurance companies have begun to offer pay-as-you-go auto insurance and on-board navigation units are included in most new vehicles. Other possible co-benefits to the RUC could be its use as a navigational device, the provision of real-time messaging for traffic or road hazards, its replacement of the FasTrak system for tolling, and its collection of data valuable to transportation planning. RUC fees could also vary by corridor or time of day, serving a tool for congestion pricing and management.

Privacy: Privacy arises as a top concern with respect to RUCs. However, some collection methodologies are less invasive than others with the GPS device being the most invasive and a flat fee requiring no

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reporting as the least invasive. Younger generations seem less concerned about privacy issues, but a carefully designed system with different choices available for users can address the concerns of the majority of the population and at the same time resolve other hurdles such as the fee’s administration, implementation, and equity.

Equity: The RUC principle of “paying as you go” is more equitable than the existing gas tax. Currently those who drive older, less fuel-efficient vehicles and who cannot afford newer low- or no-emission vehicles, pay disproportionately higher gas taxes than those who can afford a new Tesla, Volt, or Prius. With a RUC, drivers of fuel efficient vehicles still pay less in overall fuel consumption compared to those driving less fuel efficient vehicles, but pay their fair share in taxes commensurate with their wear and tear on the roads.

Northwest Road Usage Charge Pilot Program (Oregon, Washington, and Nevada): From November 2012 to February 2013, three states collaborated on the RUC Pilot Program. This built upon a similar pilot from 2007 and was able to incorporate the subsequent significant technological improvements to address some of the public’s outstanding concerns, mostly around privacy. The four major goals of the program targeted at gaining public acceptance were:

Ease of use;

Motorist choice;

Open systems; and

Private sector administration.

The 88 volunteers for the pilot (44 of which were in Oregon) included legislators, locally elected officials, members of the Oregon Transportation Commission, a representative of the AAA, and members of the public. Drivers were charged 1.56 cents per mile and were given four options on how to report, ranging from a flat monthly fee to a smart device that tracks mileage on eligible roads via GPS. The Oregon volunteers were given a rebate for gas tax paid. Volunteers from Washington and Nevada were not actually charged a fee or given a rebate; instead for those participants the pilot was a simulation. In the end, participants felt the pilot was for the most part a positive experience and revenues from the RUC program exceeded what would have been collected from the gas tax by 28%.

Oregon’s SB 810 Establishes a More Extensive Mileage-Based Revenue Program: As noted above, Oregon is now at the forefront of RUC development. With the passage of SB 810, the Oregon Department of Transportation (ODOT) was authorized to implement the next phase of the RUC Program, to be operational by July 1, 2015. The program will include up to 5,000 initial volunteer participants and charge 1.5 cents per mile while providing users with a rebate of gas tax paid. 50% of the revenues will go to ODOT, 30% will be distributed to counties and 20% will be distributed to cities.

The path from the initial studies and pilots to the passage of SB810 was a long process that involved extensive study, public outreach, and education. While members of the public and legislators were resistant at first, they became more accepting once they understood the need for the transition to the RUC, the ways the program protected their privacy, and the fact that the program would not represent an unreasonable burden. Gaining acceptance of its RUC required that ODOT carefully design a program that responds to the users’ personal and practical concerns. The goals of the program address apprehensions that any jurisdiction implementing the fee will have to face:

Implement a cost-effective and transparent system for collecting the RUC

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Provide drivers with choices regarding reporting, invoicing, and payment

Provide at least one option that doesn’t involve location technology

Protect the privacy of motorists

Only charge Oregon residents for in-state travel and travel on public property

Provide credits or refunds for fuel taxes paid for vehicles subject to the RUC

Ensure efficient and convenient account management operations

Provide a viable audit trait to track mileage and payments

Promote compliance and minimize evasion

Base the system design on an open architecture using common standards for systemcomponents and processes

ODOT and others also have to consider pressing political concerns, namely the question of who will be responsible for implementing the RUC and how the revenues will be used. To date, participation in the program has been voluntary and relatively small in numbers. It remains to be seen what additional efforts are needed as the program transitions to cover more of the general population.

We are pleased to see strong leadership at the state level in addressing California’s transportation funding crisis and the accelerated schedule for developing a RUC pilot. We will actively monitor the RUC TAC meetings and will provide input into the process when appropriate. We anticipate bringing updates on the development of the California RUC pilot back to the Citizens Advisory Committee periodically, both to disseminate information and to seek Committee input.

ALTERNATIVES


FINANCIAL IMPACTS


RECOMMENDATION


Attachment: 1. RUC TAC Membership

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Attachment 1 Road Usage Charge Technical Advisory Committee Membership

Jim Madaffer (Chair) - Commissioner, California Transportation Commission (CTC)CTC Representative

Stephen Finnegan (Vice Chair) - Manager of Government & Community Affairs, AutomobileClub of Southern CAHighway User Group Representative

Senator Jim Beall - California State SenateSenate Legislative Representative

Assemblymember David Chiu - California State AssemblyAssembly Legislative Representative

David Finigan - Supervisor, Del Norte CountyRegional Transportation Agency Representative

Scott Haggerty - Supervisor, Alameda CountyRegional Transportation Agency Representative

Gautam Hans - Director and Policy Counsel, Center for Democracy and Technology DataSecurity and Privacy Representative

Loren Kaye - President, Foundation for Commerce and EducationBusiness and Economy Representative

Richard Marcantonio - Managing Attorney, Public Advocates, Inc.Social Equity Representative

Pam O’Connor - Councilmember, City of Santa MonicaRegional Transportation Agency Representative

Eshwar Pittampalli - Director of Market Development, Open Mobile AllianceTelecommunications Industry Representative

Robert Poythress - Mayor, City of MaderaRegional Transportation Agency Representative

Eric Sauer – Vice President of Policy & Government Relations, California Trucking AssociationHighway User Group Representative

Lee Tien - Senior Attorney, Electronic Frontier FoundationPrivacy Rights Advocacy Representative

Martin Wachs - Professor Emeritus, UCLA Luskin School of Public AffairsNational Research and Policy Representative

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