Supplemental Memo — Alameda City Council, November 19, 2024

1 To: Honorable Mayor and Members of the City Council
From: Jennifer Ott, City Manager
Date: November 13, 2024
Supplemental Memo regarding Item 7-B Recommendation to Review, Comment on, and Authorize Mayor to Sign the City’s Draft Response Letter to the Port of Oakland Board of Port Commissioners on the Oakland Airport Final Environmental Impact Report. (City Manager 10021833)

SUPPLEMENTAL INFORMATION
This memo is being provided to supplement the staff report already published for the November 19, 2024 City Council meeting to add two new Exhibits: 1) a transmittal letter, which will be attached to the Mayor’s comment letter on the FEIR, and 2) examples of environmental mitigation measures from other airport projects.

Respectfully submitted,
Allen Tai, Planning, Building and Transportation Director Exhibits:

1. Draft Transmittal Letter

2. Illustrative Examples of EIR Mitigation Measures for other Airport Projects Exhibit 1 – Draft Transmittal Letter from the City Manager to the Port Board November 21, 2024

Port of Oakland
Board of Port Commissioners
530 Water Street
Oakland, CA 94607

RE: Oakland Airport Terminal Modernization and Development Project Final EIR

Dear President Colbruno and Members of the Board of Port Commissioners,

On behalf of the City of Alameda, I am submitting the attached letter from Mayor Marilyn Ezzy Ashcraft regarding the City’s concerns with the Oakland Airport Terminal Modernization and Development Project (Project). Our City and the Port have built a strong foundation of collaboration on several important efforts. We particularly value our partnership through the Oakland -Alameda Adaptation Committee, where we are working together to address ﬂood and sea level rise challenges that affect our shared infrastructure and properties. The City also appreciates the Port’s support for our very successful water shuttle program, which is another example of how our partnership delivers tangible beneﬁts to our stakeholders.

Building on this history of successful collaboration, we appreciate the Port’s continued efforts to improve regional infrastructure and understand the need for airport safety and improvements to accommodate modern -day travel demands. The Port’s commitment to working with local jurisdictions has been evident throughout this process, and we look forward to maintaining this cooperative approach as we address the Project.

While the Mayor's letter outlines speciﬁc community impacts and concerns that require attention, City staff are conﬁdent that our established partnership provides the foundation needed to develop effective solutions, addressing the following major issues:
- Construction and long-term aircraft noise
- Air quality monitoring and greenhouse gas emissions reduction - Traffic impacts and congestion
- Commitments to collaboration on reducing adjacency impacts

The City of Alameda respectfully request the Board consider these and other areas of environmental safeguards for Alameda and communities surrounding the airport. We are conﬁdent that through our partnership, we can identify solutions that balance the Ai rport's operational needs with the community's well-being.

Exhibit 1 – Draft Transmittal Letter from the City Manager to the Port Board We look forward to a continued dialogue with Port staff on this project and other collaborative efforts that serve our region. Please feel free to contact me or Allen Tai, Planning Directo r, at [email protected] should you have questions or require further information.

Sincerely,
Marilyn Ezzy Ashcraft
Mayor, City of Alameda
Attachment: Mayor’s Letter to the Port of Oakland Board of Port Commissioners Exhibit 2 – Illustrative Examples of Airport Project
Mitigation Measures

2020 Sacramento Airport Master Plan Mitigation
Monitoring and Reporting Program (MMRP)

Executive Summary
SMF Master Plan Update 3 PLER2020-00037
Table ES-1: Executive Summary of Impacts and Mitigation Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation

AIR QUALITY
Construction Emissions– Increase of Any Criteria
Pollutant for which the Project Region is Non-
Attainment
The project will involve the construction of
buildings, cargo aprons, parking structures, and a
new concourse which will release air pollutants
(NOx, ROG and Particulate Matter). Project
specific modeling was completed to determine if
the project exceeds Sacramento Metropolitan Air
Quality Management District thresholds of
significance. Project construction will continue
through the life of the Master Plan (2040). The
number of projects occurring at once is unknown
at this time and projects may overlap. This would
result in construction emissions exceeding
thresholds established for NOx and particulate
matter. Adherence to recommended mitigation
measures reduces construction emissions
impacts to less than significant.

S AQ-1 (Prior EIR Mitigation Measure AQ-1 and 2
Revised) All future construction projects which
exceed the SMAQMD construction ozone
precursor screening thresholds in effect at the
time of project submittal shall include an ozone
precursor analysis. If the analysis results
indicate that the project will generate ozone
precursors that exceed the current Sacramento
Metropolitan Air Quality Management District
thresholds, this mitigation shall apply. This
mitigation may be modified if guidance from the
Sacramento Metropolitan Air Quality
Management District changes in the future.
a. The project applicant, or its designee, shall
provide a plan for approval by the Sac
Metro Air District that demonstrates the
heavy-duty off-road vehicles (50
horsepower or more) to be used 8 hours or
more during the construction project will
achieve a project wide fleet-average 10%
NOx reduction compared to the most
recent California Air Resources Board
(CARB) fleet average. The plan shall have
two components: an initial report submitted
before construction and a final report
submitted at the completion. (Acceptable
options for reducing emissions may include
use of cleaner engines, low-emission
LS
Executive Summary
SMF Master Plan Update 4 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
diesel products, alternative fuels, engine
retrofit technology, after-treatment
products, and/or other options as they
become available.)
b. Submit the initial report at least four (4)
business days prior to construction activity
using the Sac Metro Air District’s
Construction Mitigation Tool
(http://www.airquality.org/businesses/ceqa-
land-use-planning/mitigation).
c. Provide project information and
construction company information.
d. Include the equipment type, horsepower
rating, engine model year, projected hours
of use, and the CARB equipment
identification number for each piece of
equipment in the plan. Incorporate all
owned, leased and subcontracted
equipment to be used.
e. Submit the final report at the end of the
job, phase, or calendar year, as pre-
arranged with Sac Metro Air District staff
and documented in the approval letter, to
demonstrate continued project compliance.

The SMAQMD may conduct periodic site
inspections to determine compliance. Nothing
in this mitigation shall supersede other air
Executive Summary
SMF Master Plan Update 5 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
district, state or federal rules or regulations.

This mitigation will sunset on January 1, 2028,
when full implementation of the CARB InUse
Off-Road Regulation is expected.

AQ-2 (Prior EIR Mitigation Measure AQ-4 Revised)To
mitigate the additional construction emissions
that cannot be offset through implementation of
Mitigation Measure AQ-1, above, the following
shall apply: Prior to construction activities,
SCDA or the project proponent will submit proof
that the off-site air quality mitigation fee has
been paid to SMAQMD, and that the
construction air quality mitigation plan has been
approved by SMAQMD and the Environmental
Coordinator. The fee will be calculated based
on the most current SMAQMD recommended
methodology and fee rate available at the time
of ground disturbance.

AQ-3 (Prior EIR Mitigation Measure AQ-5) The
following mitigation measures will be
incorporated into the project to minimize the
generation of PM10 dust during dry construction
conditions:
a. Enclose, cover, or water twice daily all soil
piles.
b. Water exposed soil with adequate
frequency for continued moist soil.

Executive Summary
SMF Master Plan Update 6 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
c. Water all haul roads twice daily.
d. Cover loads of all haul/dump truck
securely.

Operational Emissions– Increase of Any Criteria
Pollutant for which the Project Region is Non-
Attainment
The project consists of the construction of several
new structures including a large cargo facility,
new concourse, consolidated rental car facility,
and commercial uses. All of these facilities will
introduce long-term emissions. Modeling indicates
that the proposed operational activities will
exceed thresholds established for NOx and ROG.

Mitigation is recommend to reduce these
emissions, but not to a less than significant level.

S AQ-4 All projects which include loading docks,
including the proposed cargo facility, shall
ensure, through sale or leasing agreements,
that the haul fleet consist of trucks that as a
minimum meet the emissions standards of a
2010 vehicle model, and as trucks are replaced
they are replaced with the newest available
model. In addition, the project shall include
electrical hookups at all loading bays, and
electric vehicle charging stations and/or
infrastructure (e.g., conduit and panel space) to
support future installation of truck charging
stations for future zero-emission heavy-duty
vehicles.

AQ-5 For the proposed cargo facility and other
projects which exceed the SMAQMD
operational screening levels, Prior to issuance
of occupancy permits, project operator(s) shall
prepare and submit a Transportation Demand
Management (TDM) program detailing
strategies that would reduce the use of single-
occupant vehicles by employees by increasing
the number of trips by walking, bicycle, carpool,
vanpool, and transit. The TDM program shall
include, but is not limited to, the following:

SU
Executive Summary
SMF Master Plan Update 7 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
a. Provide transportation information center
and on-site TDM coordinator to educate
employers, employees, and visitors of
surrounding transportation options;
b. Promote bicycling and walking through
design features, such as showers for
employees, self-service bicycle repair area,
etc. around the project site;
c. Promote and support
carpool/vanpool/rideshare use through
parking incentives and administrative
support, such as ride-matching service; and
d. Incorporate incentives for using alternative
travel modes, such as preferential
load/unload areas or convenient designated
parking spaces for carpool/vanpool users.

AQ-6 The proposed cargo facility and other projects
which exceed the SMAQMD operational
screening levels, shall establish a new, or join
and maintain membership in an existing
Transportation Management Association.

AQ-7 Future development projects under the Airport
Master Plan Update shall use low VOC content
paints that exceed the regulatory VOC limits put
forth by SMAQMD’s Rule 442. Low VOC paints
shall be no more than 10 grams per liter (g/L) of
VOC. Alternatively, the pre-painted material
that do not require the use of architectural
Executive Summary
SMF Master Plan Update 8 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
coating may be utilized.

Mobile Source CO Emissions
The proposed project was evaluated to determine
if there would be a significant increase in CO
emissions. While the project will decrease the
level of service for some area roadways, none of
the roadways intersections exceed 31,600
vehicles per hour, nor are they limited by vertical
or horizontal mixing, and the project fleet average
is typical of the Sacramento region. Impacts
associated with mobile source CO emissions are
less than significant.

LS None recommended. LS
Expose Sensitive Receptors to Substantial
Pollutant Concentrations
The only toxic air contaminant generated by the
project is diesel particulate matter (DPM). Given
the projects distance from surrounding receptors,
prevalent wind direction, and topography DPM
emissions will not exceed standards at
surrounding receptors.

Potential health effects were screened using the
latest guidance. Based on the results of the tool,
the percent of background health indices would
be less than one percent. Therefore, the health
effects associated with the proposed cargo facility
and Master Plan Update would be negligible.

LS None Recommended LS
Executive Summary
SMF Master Plan Update 43 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
residential development near SMF. Construction
of a new community fire station together with the
ARFF facility at SMF will ensure adequate fire
protection and emergency response to the airport
and existing and planned commercial, industrial,
and residential development in SMF’s vicinity.

Result in Substantial Adverse Physical Impacts
Associated with the Provisions of Law
Enforcement Services
Law enforcement demand will increase in
proportion to passenger activity and increases in
commercial and industrial uses at SMF with the
proposed project. The SCDA will coordinate with
the Sheriff’s Department to provide sufficient
space for law enforcement activities.

LS None Recommended. LS

TRANSPORTATION AND CIRCULATION
Increase Vehicle Miles Traveled
The average VMT per employee for the SACOG
Region is 12.58 vehicle miles, and the average
VMT per employee for SMF and the cargo facility
is 20.52 and 22.59 vehicle miles, respectively.

Since the project would increase vehicle miles
over the existing SACOG regional average the
impact is considered significant. Recommended
mitigation will reduce employee VMT, but not to a
level of less than significant.

S TC-1 The following measures shall be
implemented by the Cargo Facility proponent
to reduce employee VMT:

Prior to issuance of occupancy permits, project
operator(s) shall prepare and submit a
Transportation Demand Management (TDM)
program detailing strategies that would reduce
the use of single-occupant vehicles by
employees by increasing the number of trips
by walking, bicycle, carpool, vanpool, and
transit. The TDM program shall include, but is
not limited to, the following:
e. Provide transportation information center
SU
Executive Summary
SMF Master Plan Update 44 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
and on-site TDM coordinator to educate
employers, employees, and visitors of
surrounding transportation options;
f. Promote bicycling and walking through
design features, such as showers for
employees, self-service bicycle repair area,
etc. around the project site;
g. Promote and support
carpool/vanpool/rideshare use through
parking incentives and administrative
support, such as ride-matching service; and
h. Incorporate incentives for using alternative
travel modes, such as preferential
load/unload areas or convenient designated
parking spaces for carpool/vanpool users.

TC-2 Prior to issuance of Occupancy permits, the
Cargo Facility proponent shall establish a new,
or join and maintain membership in an existing
Transportation Management Association.

Conflict with Program or Policy Addressing
Circulation System Including Transit, Roadway,
Bicycle and Pedestrian Facilities
The project is consistent the County
Transportation Plan, Bicycle Master Plan and
Pedestrian Master Plan. The project includes local
and on-site transit service and continues to show
proposed extension of those services.

LS None recommended. LS
Executive Summary
SMF Master Plan Update 45 PLER2020-00037
Impacts
Level of
Significance
Before
Mitigation
Mitigation Measure
Level of
Significance
After Mitigation
Compliance with applicable access and circulation
requirements of the County Improvements
Standards and the Uniform Fire Code.

Substantially Increase Roadway Hazards
The project will increase traffic on local roadways
and freeways. Roadway safety hazards were
identified along Elverta Road from Earhart Road
to State Route 99. This is a substandard rural
roadway where recommended mitigation to widen
travel lanes and construct paved should will
reduce this safety hazard. Other roadway safety
hazards were identified for the southbound I-
5/Airport Boulevard off-ramp. In the cumulative
conditions, traffic may result in queuing extending
onto the freeway. Mitigation involving monitoring
and installation of a signalized intersection or
roundabout, will reduce this impact to less than
significant.

S TC-3 Elverta Road Improvements (Earhart Road
to Power Line Road)
Install roadway improvements along this
segment of Elverta Road to County
standards of 12-foot vehicle lanes with 6-foot
paved shoulders.

TC-4 Elverta Road Improvements (Power Line
Road to State Route 99)
If required by the County of Sacramento
Department of Transportation, install roadway
improvements along this segment of Elverta
Road to County standards of 12-foot vehicle
lanes with 6-foot paved shoulders.

OR
Pay fair share, as determined by the County of
Sacramento Department of Transportation, for
this segment of Elverta Road widening.

TC-5 The southbound Airport Boulevard off-ramp
shall be monitored as each PAL is
completed (PAL 1- 2024, PAL 2- 2028, PAL
3- 2032). If the queue length begins to
impede the mainline, the Department of
Airports shall install intersection
improvements in consultation with
Sacramento County Department of
Transportation and Caltrans. Improvements
LS
2021 Los Angeles International Airport (LAX)
Airﬁeld and Terminal Modernization Project
MMRP

Los Angeles International Airport (LAX)
Airfield and Terminal Modernization Project

Mitigation Monitoring and Reporting Program

August 2021

Los Angeles International Airport 1 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program This document constitutes the Mitigation Monitoring and Reporting Program (MMRP) for the LAX Airfield and Terminal Modernization Project. This MMRP, prepared in compliance with State CEQA Guidelines Section 15097, specifies the monitoring and reporting requirements for the LAX Airfield and Terminal Modernization Project as described in the Final Environmental Impact Report (EIR) prepared for the Project.

Table 1 provides, by environmental resource topic: the number and title of each mitigation measure identified in the Final EIR; the full text of the subject measure; the impact being addressed; and the timing of implementation, monitoring frequency; and, actions indicating compliance (i.e., reporting).

Implementation of all of the measures is the responsibility of Los Angeles World Airports (LAWA), and/or the party carrying out the Project. Some measures will be implemented by the construction contractor(s) in accordance with their contract specifications, which include environmental compliance requirements.

LAWA will remain responsible for ensuring that implementation occurs and that monitoring of the mitigation measures is completed in accordance with the MMRP. In compliance with Appendix A of the LAX Specific Plan, LAWA will prepare an MMRP progress report annually that will identify actions taken with respect to the measures applicable in the reporting year.

Los Angeles International Airport 2 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program This page intentionally left blank.

Los Angeles International Airport 3 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program Table 1 LAX Airfield and Terminal Modernization Project Mitigation Measures Mitigation Measures Impact Being Addressed Timing of Implementation Monitoring Frequency Actions Indicating Compliance General
MM-C (ATMP)-1

Monitoring Agency: LAWA
Construction Mitigation Oversight.

LAWA shall require Airfield and Terminal Modernization Project prime contractors to designate an individual responsible for ensuring implementation of all construction-related mitigation measures and LAWA policies/requirements.

Addresses all significant construction-related impacts
Prior to start of construction activities under each construction contract, the prime contractor shall provide to LAWA the name and contact information of the designated individual, and an alternate person to contact if the designated individual is not available (e.g., is on Personal Time Off). This individual shall ensure the implementation of all components of the construction-related MMRP measures through direct inspections, record reviews, and investigations of complaints. The individual shall regularly report in writing to LAWA, at least quarterly or as otherwise specified by LAWA, the status of compliance with each construction-related mitigation measure throughout the duration of construction. If the designated individual or alternate changes, the contractor shall provide the name and contact information of the replacement individual within 5 working days.

Once, upon initiation of each construction contract, and regular reporting to LAWA on the status of compliance. Such reporting shall be subject to periodic review and verification by LAWA staff.

Written records of names and contact information of designated individuals. Reporting regularly on the status of mitigation measure compliance. Documentation that the required contact information was provided will be cited in the annual MMRP status report.

Air Quality
MM-AQ/GHG (ATMP)-1

Monitoring Agency: LAWA

Rock Crushing Operations.

LAWA shall require Airfield and Terminal Modernization Project contractors to conduct rock-crushing operations on-site to reuse waste rock/concrete generated during construction of the Airfield and Terminal Modernization Project to the maximum extent feasible (determined based on facility capacity and capability, project schedule, costs, and regulatory conditions). Rock-crushing operations (rock-crushing, material laydown, and stockpiling) shall be located away from residential areas in all cases.

Criteria air pollutant emissions and greenhouse gas (GHG) emissions during construction Feasibility of on-site rock-crushing shall be assessed in conjunction with construction plans, which will be a requirement in all Project-related construction contracts. To assist in assessing the feasibility of on- site rock-crushing operations, LAWA shall provide information related to: (i) the location of sites available at LAX, situated away from residential areas, that could be considered for rock-crushing operations; and (ii) the regulatory requirements for rock crushers and concrete batch plants operated under LAWA’s Title V Permit with the South Coast Air Quality Management District. Construction plans submitted for such projects shall describe the feasibility assessment completed relative to on-site rock-crushing, and if determined to be feasible, shall describe the location and proposed operation of that facility.

Once during review of construction plans submitted for projects that may involve rock-crushing operations.

Confirmation by LAWA staff that construction plans include a feasibility assessment for on-site rock-crushing operations, and, if determined to be feasible, that the location and proposed operation is located away from residential areas. Documentation of that review will be cited in the annual MMRP status report.

MM-AQ/GHG (ATMP)-2

Monitoring Agency: LAWA
Use of Renewable Diesel Fuel.

LAWA shall require Airfield and Terminal Modernization Project contractors to use renewable diesel fuel in proposed Project construction off-road equipment and on-site, on-road trucks (i.e., on-site water trucks), as feasible based on commercial renewable fuel availability. For purposes of this measure, commercially- available renewable fuel is defined as renewable fuel that is available in the regional area at a comparable price (i.e., without a substantial premium) and not incurring substantial transportation costs (i.e., higher costs associated with having to transport it to the Project site over substantially longer distances from the supplier[s] of renewable diesel fuel).

Criteria air pollutant emissions and GHG emissions during construction The requirement for use of renewable diesel fuel shall be included in all Project-related construction contracts. The requirement for each construction project shall include a target goal of the percentage of renewable diesel fuel demand that will be used. Each target goal will take into consideration the size, nature, and duration of the project as well as the extent to which other construction projects underway at LAX have been able to obtain/utilize renewable diesel fuel. Each prime contractor shall include in the construction plan a detailed description of how the target goal for the use of renewable diesel fuel will be met, If the contractor believes the target goal cannot be met, a detailed explanation of that determination must be provided and the contractor will specify the highest percentage of renewable diesel fuel that will be utilized, as well as an alternate target goal. Utilization of renewable diesel fuel will be required throughout the course of construction.

Once during review of construction plans to confirm that an acceptable target goal percentage of renewable diesel fuel utilization is specified. Implementation of renewable diesel fuel utilization will be monitored on an ongoing basis throughout the course of construction, with documentation indicating the percentage of renewable diesel fuel actually utilized provided in the periodic reporting by the individual designated under MM-C (ATMP)-1.

Confirmation by LAWA staff that construction plans include an acceptable target goal for renewable diesel fuel usage. The status of whether the goal is being met shall be included in periodic monitoring reports submitted by the contractor, along with a description of what corrective actions are being taken in the event that the goal is not being met. Those monitoring reports will be reviewed by LAWA staff. Documentation of that review will be cited in the annual MMRP status report.

Los Angeles International Airport 4 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program Table 1 LAX Airfield and Terminal Modernization Project Mitigation Measures Mitigation Measures Impact Being Addressed Timing of Implementation Monitoring Frequency Actions Indicating Compliance MM-AQ/GHG (ATMP)-3

Monitoring Agency: LAWA
Parking Cool Roof.

LAWA shall include in the design requirements for the Airfield and Terminal Modernization Project that a cool roof be installed at the Terminal 9 parking facility to reduce energy use and urban heat-island effects. This requirement will not apply if solar panels are instead installed at the Terminal 9 parking facility.

Criteria air pollutant emissions and GHG emissions during operation If the Terminal 9 parking facility is determined to be a structure, as opposed to a surface parking lot, provisions for a cool roof shall be incorporated into the design documents, provided that the installation of solar panels is not otherwise proposed.

Once, in conjunction with review of the design documents for the Terminal 9 parking structure.

Confirmation by LAWA staff that the approved design documents for the Terminal 9 parking structure provide for either a) a cool roof, or b) solar panels. Documentation will be cited in the annual MMRP status report.

MM-AQ/GHG (ATMP)-4

Monitoring Agency: LAWA
EV Charging Infrastructure.

LAWA shall install EV charging infrastructure in the Terminal 9 parking facility beyond the minimum amount required by code. The exact number of spaces and types of parking (Electrical Vehicle Supply Equipment [EVSE] or Electric Vehicle Charging Stations [EVCS]) shall be determined during project design and shall exceed the minimum requirements for EVSE and EVCS specified in the code at the time of design by at least 5 percent.

Criteria air pollutant emissions and GHG emissions during operation Provisions for EV charging infrastructure shall be incorporated into the design documents developed for the Terminal 9 parking facility.

Once, in conjunction with review of the design documents for the Terminal 9 parking facility.

Confirmation by LAWA staff that the approved design documents for the Terminal 9 parking facility include the requirement for at least 5 percent more EVSE or EVCS parking spaces than that required by code. Documentation will be cited in the annual MMRP status report.

MM-AQ/GHG (ATMP)-5

Monitoring Agency: LAWA
Electric Vehicle Purchasing.

LAWA shall update the Electric Vehicle Purchasing Policy to require 100 percent of LAWA's light-duty vehicle fleet to be all-electric by 2031.

Criteria air pollutant emissions and GHG emissions during operation The LAWA Electric Vehicle Purchasing Policy shall be updated prior to the commencement of operations in Concourse 0 or Terminal 9, whichever comes first.

Once, when the LAWA Electric Vehicle Purchasing Policy is updated.

Board of Airport Commissioners (BOAC) approval of an updated LAWA Electric Vehicle Purchasing Policy requiring 100 percent of LAWA’s light-duty vehicle fleet to be all-electric by 2031. Documentation will be cited in the annual MMRP status report.

MM-AQ/GHG (ATMP)-6

Monitoring Agency: LAWA
Solar Energy Technology.

LAWA shall implement solar energy technology, such as, but not limited to, photovoltaic solar panels, on Airfield and Terminal Modernization Project buildings and facilities where feasible based on costs, grid tie-in capability, environmental clearance, compliance with FAR Part 77, and applicable FAA requirements for land leases and funding.

Criteria air pollutant emissions and GHG emissions during operation Design documents for Concourse 0 and Terminal 9 buildings/facilities (including the Terminal 9 parking structure), shall include a feasibility assessment for incorporating solar energy technology into the building/facility. This requirement will be included in all Project related construction contracts. The required assessment shall take into consideration, but not be limited to, the following factors: costs, grid tie-in capability, environmental clearance, compliance with FAR Part 77, and applicable FAA requirements for land leases and funding. In the event the assessment determines that incorporating solar technology is not feasible, a detailed explanation shall be provided in the design documents submittal.

Once during review of design documents for Concourse 0 and Terminal 9 buildings/facilities (including the Terminal 9 parking structure), to confirm that the required feasibility assessment has been completed, and, where determined feasible, solar technology has been incorporated into the design documents.

Confirmation by LAWA staff that the design documents for Concourse 0 and Terminal 9 buildings/facilities (including the Terminal 9 parking structure) include a feasibility assessment of incorporation of solar technology and if determined feasible, that design documents incorporate such technology. Documentation will be cited in the annual MMRP status report.

Los Angeles International Airport 5 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program Table 1 LAX Airfield and Terminal Modernization Project Mitigation Measures Mitigation Measures Impact Being Addressed Timing of Implementation Monitoring Frequency Actions Indicating Compliance Greenhouse Gas Emissions
MM-GHG (ATMP)-1

Monitoring Agency: LAWA
Demolition Waste.

LAWA shall require Airfield and Terminal Modernization Project construction contractors to recycle or salvage a minimum of 85 percent of non-hazardous construction and demolition waste generated directly from construction of the Airfield and Terminal Modernization Project.

GHG emissions during construction Recycling/salvage of construction and demolition waste shall occur throughout Project development, and shall be included as a requirement in all Project- related construction and demolition contracts. That contract requirement shall include a provision that the contractor report periodically on the total percentage of construction and demolition waste that was recycled or salvaged.

Once during preparation of each construction and demolition contract to confirm that the requirements are included in the contract. The recycling or salvaging of construction and demolition waste will be monitored on an ongoing basis throughout the course of construction, with documentation indicating total percentage of construction/demolition waste that was recycled/salvaged provided in the periodic reporting by the individual designated under MM-C (ATMP)-1.

Confirmation by LAWA staff that construction contracts include the requirement for recycling or salvaging of construction waste. Documenting the status of such recycling/salvaging is meeting the minimum 85 percent will occur through LAWA staff’s review of periodic reports submitted by contractor’s designated individual. Documentation will be cited in the annual MMRP status report.

MM-GHG (ATMP)-2

Monitoring Agency: LAWA
Organic Waste Collection and Diversion.

LAWA shall require that waste collection procedures at Concourse 0 and Terminal 9 conform with LAWA’s Organic Waste Collection Program (which is otherwise voluntary).

GHG emissions during operation Compliance with LAWA’s Organic Waste Collection Program shall occur in conjunction with development of LAWA leases/agreements related to operation of Concourse 0 and Terminal 9. Such leases/agreement will include a requirement for compliance with applicable LAWA policies and programs, which, in this case, includes LAWA’s Organic Waste Collection Program.

Once, during review of leases/agreements related to the operation of Concourse 0 and Terminal 9.

Confirmation by LAWA staff that requirement to conform with LAWA’s Organic Waste Collection Program is included in leases/agreements related to the operation of Concourse 0 and Terminal 9. Documentation will be cited in the annual MMRP status report.

MM-GHG (ATMP)-3

Monitoring Agency: LAWA
Green Procurement.

LAWA shall develop and adopt an airport-wide Green Procurement Policy applicable to LAWA purchasing which will apply to the Airfield and Terminal Modernization Project. The Green Procurement Policy shall identify requirements and standards for products or services that have a lesser or reduced effect on human health and the environment when compared with competing products or services that serve the same purpose.

GHG emissions during operation Development and adoption of the airport-wide Green Procurement Policy shall occur prior to the commencement of operations in Concourse 0 or Terminal 9, whichever comes first.

Once, when the airport- wide Green Procurement Policy has been adopted.

BOAC approval of LAWA Green Procurement Policy that identifies, at minimum, requirements and standards for products or services that have a lesser or reduced effect on human health and the environment when compared with competing products or services that serve the same purpose. Documentation will be cited in the annual MMRP status report.

MM-GHG (ATMP)-4

Monitoring Agency: LAWA
Enhanced Recycling.

LAWA shall enhance the existing recycling program. The enhancements shall include expanding the number of facilities in the program (including Concourse 0 and Terminal 9), updating agreements requiring tenant diversion goals, and incorporating necessary provisions from the Green Procurement Policy.

GHG emissions during operation After adoption of the Green Procurement Policy, and prior to the commencement of operations in Concourse 0 and Terminal 9.

Once, prior to the commencement of operations in Concourse 0 and Terminal 9.

Documentation in the annual MMRP status report(s) for the year when LAWA’s existing recycling program has been expanded confirming that it has been expanded per the description in the mitigation measure.

Los Angeles International Airport 6 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program Table 1 LAX Airfield and Terminal Modernization Project Mitigation Measures Mitigation Measures Impact Being Addressed Timing of Implementation Monitoring Frequency Actions Indicating Compliance MM-GHG (ATMP)-5

Monitoring Agency: LAWA
Landscaping Water.

LAWA shall use only non-potable water for on-airport landscaping associated with the Airfield and Terminal Modernization Project.

GHG emissions during operation During preparation of landscape plans for Concourse 0 and Terminal 9 (i.e., requirement to use only non- potable water will be included in the plans).

Once, during design review of landscape plans for Concourse 0 and Terminal 9.

Confirmation by LAWA staff that approved landscape plans for Concourse 0 and Terminal 9 landscaping include the use of only non-potable water. Documentation will be cited in the annual MMRP status report.

Aircraft Noise
MM-AN (ATMP)-1

Monitoring Agency: LAWA
Sound Insulation Programs.

To mitigate significant impacts to noise-sensitive uses that are newly exposed to 65 dBA CNEL or greater from airport operations in future years of the proposed Project, LAWA will update the Noise Exposure Maps (NEM) for LAX in accordance with Title 14 CFR Part 150, prior to project completion. The NEM is the legal document required by FAA to identify noise-sensitive land uses potentially eligible for noise mitigation funding through the FAA’s Airport Improvement Program. LAWA will complete the NEM Report and coordinate with FAA to identify any noise-sensitive land uses eligible for noise mitigation and, in accordance with FAA regulations and guidance, apply for noise mitigation funding for eligible noise-sensitive uses. LAWA will work with the appropriate jurisdiction(s) to determine/establish an appropriate implementation program for any eligible noise mitigation. Property owners’ eligibility for noise mitigation will be based upon FAA requirements and the LAX Part 150 NEM in effect at the time of operation or completion of the Project.

Noise impacts on noise- sensitive receptors during operation Once prior to Project completion, assumed in the EIR to occur in 2028. Once, when the NEM is updated. NEM Report once the NEM update occurs. Documentation will be cited in the annual MMRP status report.

Construction Noise
MM-CN (ATMP)-1

Monitoring Agency: LAWA
Construction Noise Control Plans.

LAWA shall require all prime construction contractors working on the landside access (i.e., roadway) improvements, the Concourse 0 improvements, and the Terminal 9 improvements, including the Terminal 9 APM station, to develop noise control plans to address construction equipment noise at noise-sensitive receptors where construction noise impacts may be significant. Such noise-sensitive receptors include, but may not be limited to, the Residence Inn by Marriott Los Angeles LAX/Century Boulevard, Sheraton Gateway Los Angeles Hotel, H Hotel/Homewood Suites by Hilton Los Angeles International Airport, Hyatt Regency Los Angeles International Airport, and Courtyard Los Angeles LAX/Century Boulevard. (Note: Those are the hotel names/chains as of October 2020. This mitigation requirement still applies to those facilities if the names/chains subsequently change). The noise control plans shall be approved by LAWA prior to implementation. The noise control plans shall calculate the total maximum noise level (in CNEL) associated with construction of each Project component, as well as cumulative noise impacts that account for Project- related activities that would occur concurrently with construction of other Project components and construction of other nearby LAX projects. If the calculated construction-related noise levels indicate an increase of 5 dBA over the existing exterior noise level at any noise-sensitive receptor, the noise control plan shall specify provisions and/or measures to be implemented during construction that will attenuate construction noise levels to be less than 5 dBA over the existing exterior noise level. The noise control plans shall include a section describing noise monitoring equipment, locations and methods for establishing a representative baseline exterior noise level. Potential noise attenuation measures could include, but are not limited to, noise curtains, noise blankets, temporary sound walls, or their equivalent during construction. The noise control plans shall include a provision that states that, if noise levels exceed the 5 dBA increase, LAWA will require the contractor to implement additional noise attenuation measures until the noise increase is less than 5 dBA. To verify efficiency of the construction noise attenuation measures, noise measurements shall be taken at the closest noise-sensitive receptors to confirm that the attenuated construction noise levels are less than 5 dBA over the existing exterior noise level.

Noise impacts on noise- sensitive receptors during construction Construction specifications and construction contracts pertaining to Concourse 0, Terminal 9, and roadway improvements located in proximity to noise-sensitive receptors shall include the requirement that the construction contractor for each such project shall submit to LAWA for review and approval a construction noise control plan. The construction noise control plan submitted by each contractor shall address the items described in the mitigation measure.

Once, in conjunction with review and approval of each construction noise control plan.

Confirmation by LAWA staff that construction noise control plans have been submitted and approved for Concourse 0, Terminal 9, Terminal 9 APM station and roadway improvements. Documentation will be cited in the annual MMRP status report.

MM-CN (ATMP)-2

Monitoring Agency: LAWA
Construction Scheduling.

The timing and/or sequence of the noisiest on-site construction activities shall avoid noise-sensitive times of the day, as feasible (9:00 p.m. to 7:00 a.m. Monday - Friday; 6:00 p.m. to 8:00 a.m. Saturday; anytime on Sunday or holidays).

Noise impacts on noise- sensitive receptors during construction This requirement will be included in all Project related construction contracts. Once, to ensure that construction contracts include this measure.

Confirmation by LAWA staff that construction contracts include this measure. Documentation will be cited in the annual MMRP status report.

Los Angeles International Airport 7 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program Table 1 LAX Airfield and Terminal Modernization Project Mitigation Measures Mitigation Measures Impact Being Addressed Timing of Implementation Monitoring Frequency Actions Indicating Compliance MM-CN (ATMP)-3

Monitoring Agency: LAWA
Construction Equipment.

Stationary source equipment whose use is flexible with regard to relocation (such as generators and compressors) shall be located at the greatest distance practical from noise-sensitive land uses. “Quiet-design” air compressors and other quieter construction equipment shall be used when feasible and when such technology/equipment is commercially available.

Noise impacts on noise- sensitive receptors during construction This requirement will be included in all Project related construction contracts. Once, to ensure construction contracts include this measure.

Confirmation by LAWA staff that construction contracts include this measure Documentation will be cited in the annual MMRP status report(s).

Transportation
MM-T (ATMP)-1

Monitoring Agency: LAWA
VMT Reduction Program.

Prior to operation of Concourse 0 or Terminal 9, LAWA shall initiate implementation of a Vehicle Miles Traveled (VMT) Reduction Program. The VMT Reduction Program described below includes a variety of VMT reduction strategies that LAWA will choose from in mitigating the VMT impacts of the proposed Project. As further described below, LAWA will monitor on an annual basis for a defined period the effectiveness of the strategies to determine if the required level of mitigation (i.e., the quantified level of VMT reduction) is being achieved. While a broad array of potential VMT mitigation reduction strategies is identified below, this list is not intended to limit future VMT reduction strategies to only those presented herein. If other feasible VMT reduction strategies are identified in the future and are needed to reduce the VMT impacts below the level of significance, they, too, may be implemented. The selection, implementation, and monitoring and reporting of VMT reduction strategies will occur in conjunction with the existing ground transportation management function within LAWA (i.e., in coordination with LAWA’s management of employee carpools, vanpools, transit, etc.).

VMT Reduction Strategies
The pool of potential VMT reduction strategies currently considered available for reducing VMT impacts associated with the proposed Project are described below. For the first four strategies, there is published research about the effectiveness of each of the strategies, and estimates about the effectiveness of each strategy can be made based on conditions at LAX; therefore, an estimate of the amount of VMT reduction associated with these strategies is provided. Following the descriptions of those first four strategies is a listing of additional VMT reduction strategies whose effectiveness in reducing VMT is more difficult to estimate at this time due to the lack of available research or data; nonetheless, these additional VMT reduction strategies are included because, as a matter of professional judgment, they appear to have the potential to result in decrease in VMT. Regardless, the actual effectiveness of the VMT reduction strategies selected for implementation would be validated through annual monitoring and reporting, as further described below. Expand LAWA’s Rideshare Program – Currently, LAWA’s rideshare program serves LAWA’s employees and results in a 13.4 percent commute mode share for the vanpool program and additional participation in carpool matching, transit trip planning, and a guaranteed ride home program. The LAX employee population currently has a 5.5 percent commute mode share for vanpools. Expanding the LAWA program to all LAX employees, with a corresponding expansion of vans in service to meet the increased demand, is expected to produce a similar mode share for ridership programs as is currently seen for LAWA employees. Vanpools are a flexible strategy that accommodate a variety of shift schedules and residential locations, ideal for a large workforce such as that of the LAX campus. Furthermore, vanpools were a frequently-requested program in the 2016 Employee Travel Study of Los Angeles International Airport, which surveyed employees across LAX of all types. When applied to the entire LAX employee pool, this would result in an increase in vanpool mode share for LAX employees of 7.9 percent, representing a shift from employees driving alone to employees driving with others in a vanpool. Additional participation in carpools would also be anticipated as a result of this strategy. Based on the strategy description above, total VMT reduction from this strategy is estimated to be over 60,000 daily employee VMT. This assumes new vanpool riders shift from drive-alone mode share (80 percent of LAX employees) and each van carries six employees (driver plus passengers). Through the LAX Transportation Management Organization, Work with Employers on an Employee Telecommuting Program – The LAX Transportation Management Organization will encourage and provide support, advice, and guidance to employers across the LAX campus in implementing telecommuting programs. Recognizing that LAWA job requirements are not fully representative of all LAX employees, most of whom need to be on-site to fulfill their job duties, a review of job titles across the LAX campus was conducted, resulting in an estimate that four percent of all jobs across LAX could be completed at least partially from home. Based on research related to telecommute programs, a telecommute program that enables an average of 1.5 days per week to be spent working from home, with a four percent eligibility, would result in a 0.88 percent reduction in VMT from the employment site.

Employee VMT impacts, passenger VMT impacts, and induced VMT impacts during operation Formulation of the ATMP VMT Reduction Plan, including identification of specific strategies to be implemented immediately and delineation of the means and methods to monitor the resultant employment VMT reductions, shall occur prior to the commencement of operations in Concourse 0 or Terminal 9, whichever is operational first.

Monitoring of, and reporting on, the amount of employment VMT reduction achieved from implementation of the VMT reduction strategies shall occur on an annual basis following initial implementation of the ATMP VMT Reduction Plan.

Completion of the initial ATMP VMT Reduction Plan will be documented in the annual MMRP status report for that year. Monitoring and reporting on the effectiveness of the VMT reduction strategies in meeting the employment VMT reduction requirement will occur on an annual basis, beginning one year after initial operation of Concourse 0 or Terminal 9, whichever is operational first. The annual VMT reduction monitoring and reporting results will be summarized in each subsequent annual MMRP status report. Upon achieving the VMT reduction goal of 20.4 per employee (equivalent to a total of 16,450 VMT) per day over five (5) consecutive years, the VMT reduction requirement will be considered complete.

Los Angeles International Airport 8 Airfield and Terminal Modernization Project August 2021 Mitigation Monitoring and Reporting Program Table 1 LAX Airfield and Terminal Modernization Project Mitigation Measures Mitigation Measures Impact Being Addressed Timing of Implementation Monitoring Frequency Actions Indicating Compliance Based on these assumptions, total VMT reduction from this strategy is estimated to be over 7,000 daily employee VMT. Provide On-demand Micro-Transit Shuttle – Relative to employee VMT reduction, LAWA is currently engaged in the development of an employee shuttle in partnership with the City of Inglewood, and a separate pilot program in partnership with Metro. The expansion of these pilot programs into full programs, and the expansion of the service area beyond the City of Inglewood and the Metro service area, would result in additional reduction of single-occupancy commute trips to LAX from the nearby neighborhoods. Based on a review of employee residential locations, nine percent of employees at LAX live within five miles of the airport. Based on research related to private employee shuttles serving employment centers, an estimated 27 percent of the employees within the service area who would have driven alone would switch to a shuttle if it existed. Based on these assumptions, total VMT reduction from this strategy is estimated to be over 4,700 daily employee VMT. If the service area were expanded to a radius of 10 miles or farther, additional employees with longer commute trip lengths would be expected to switch to using the shuttle, resulting in additional VMT reduction. Micro-transit systems can, as an option, be set up as point-to-point shuttles different from van pools by utilizing larger vehicles, some with amenities, having a dedicated driver, with passenger pick-ups and drop-offs at designated hubs (instead of individual homes).

Long-term, these pilot programs can serve as examples of service options that can be expanded into a full program that is available to both employees and passengers, which would result in reduction of private vehicle trips to LAX from passengers who live in the nearby neighborhoods. Based on a review of originating passenger residential locations, three percent of passengers live in neighborhoods within five miles of the airport. Based upon research related to private employee shuttles serving employment centers, which is the best available corollary to this type of passenger micro-transit shuttle, an estimated 27 percent of passengers within the service area who would otherwise drive alone would switch to a shuttle if it existed. If the service area were expanded to a radius of 10 miles, additional passengers with longer trip lengths would be expected to switch to using the shuttle. Market and Promote Alternative Transportation Options – Promotions, marketing, and online trip- planning tools shall be implemented to promote alternative options to get to and from LAX using modes other than a private vehicle. Relative to employee VMT, LAWA currently engages, through its Rideshare program and the LAX Transportation Management Organization, in marketing and promoting alternative options to get to LAX using modes other than a private vehicle. There is opportunity to increase the frequency and diversify the format of marketing and promotions to LAWA employees, increase the number of LAX employees that receive marketing and promotions communications through the expansion of the Rideshare program, and enhance the relevance of existing sources of information such as online trip-planning tools. Promotions and marketing that encourage employees to change their commute habits, including periodic incentives to participate (such as Earth Day promotions), in conjunction with the increasing number of non-auto options to get to LAX in the future, would be anticipated to further reduce employee VMT. Based on available research, the VMT reduction potential from this strategy is grouped with the expansion of the rideshare program, and no additional VMT reductions are assumed to be produced from this strategy in isolation.

Relative to passenger VMT reduction, LAX does not currently engage in comprehensive marketing and promotions for alternative options to get to and from LAX using modes other than a private vehicle; therefore, there are certain aspects of marketing and promotion that could, as part of the proposed VMT Reduction Program, be expanded. Online trip-planning tools, such as Google Maps and Metro’s trip planner, offer ways for a passenger to get to LAX via public transit or alternative modes. These tools, however, require a passenger to seek out proactively that information. Promotions and marketing that capture passengers’ attention at all stages of the trip-making process, in conjunction with the increasing number of non-auto options to get to LAX in the future, would be anticipated to reduce passenger VMT.

Additional Strategies
Following are additional strategies that could be implemented:
Conduct Parking Study to Price Parking to Reduce VMT
Expand Incentives and Commuter Benefits
Evaluate Modifications to FlyAway Service
Explore Incentive Measures from LAWA Mobility Strategic Plan Evaluate the Potential for Congestion Pricing in the CTA

2017 Los Angeles International Airport (LAX) Terminal
Modernization MMRP

Los Angeles International Airport (LAX)
Terminals 2 and 3 Modernization Project

Mitigation Monitoring and Reporting Program

June 2017

Mitigation Monitoring and Reporting Program
Los Angeles International Airport 1 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017 This document constitutes the Mitigation Monitoring and Reporting Program (MMRP) for the LAX Terminals 2 and 3 (T2/T3) Modernization Project. This MMRP, prepared in compliance with State CEQA Guidelines Section 15097, specifies the monitoring and reporting requirements for the LAX T2/T3 Modernization Project described in the Final Environmental Impact Report (EIR) prepared for the project. In addition to project-specific mitigation measures identified in the Final EIR, Los Angeles World Airports (LAWA) has developed Standard Control Measures that implement existing regulations and/or LAWA plans and policies that would reduce or avoid the project’s environmental impacts. Where the Final EIR identified significant impacts associated with the proposed project, in some cases, Standard Control Measures were identified as mitigation measures to avoid or substantially lessen these impacts. In addition, the Final EIR identified Standard Control Measures proposed for implementation that would further reduce certain less-than- significant impacts. All Standard Control Measures identified in the Final EIR are included in this MMRP, whether or not they were identified as mitigation measures to address a significant impact.

Table 1 provides, by environmental resource topic, the number and title of each project-specific mitigation measure identified in the Final EIR; the full text of the subject measure; the impact being addressed; and the timing of implementation, monitoring frequency, and actions indicating compliance (i.e., reporting).

Table 2 provides, by environmental resource topic, the number and title of each LAX Standard Control Measure identified in the Final EIR that serve as mitigation measures and other LAX Standard Control Measures that apply to the project; the full text of the subject measure; the impact being addressed; and the timing of implementation, monitoring frequency, and actions indicating compliance (i.e., reporting).

Monitoring and implementation of all of the measures are the responsibility of LAWA and/or the party carrying out the project. Some measures will be implemented by the construction contractor(s) in accordance with their contract specifications, which include environmental compliance requirements.

LAWA will prepare an MMRP progress report annually that will identify actions taken with respect to the measures applicable in the reporting year.

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 3 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

Table 1 Project-Specific Mitigation Measures
Mitigation Measures
Impact
Being
Addressed
Timing of
Implementation
Monitoring
Frequency
Actions Indicating
Compliance
Air Quality
MM-AQ
(T2/T3)-1
Monitoring
Agency:

LAWA
Preferential Use of Renewable Diesel Fuel.

LAWA will require the use of renewable diesel fuel in proposed project construction off-road equipment and on-site, on-road trucks for at least 90 percent of diesel fuel demand. Renewable diesel fuel is available locally for fleetwide use and has been shown to reduce criteria pollutant and greenhouse gas emissions from diesel engines.

Construction-
related air
pollutant
emissions
Included as
condition of design
and construction of
project elements
Once prior
to
commence
ment of
construction
and on-
going during
construction
Annual reports to
document
compliance rate

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 4 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

LAWA
Construction-Related Air Quality Standard Control Measures.

This measure describes a variety of specific actions to reduce fugitive dust emissions and exhaust emissions from on-road and off-road mobile and stationary sources used in construction. Specific measures are outlined below:
1a Post a publicly visible sign(s) with the telephone number and person to contact regarding dust complaints; this person shall respond and take corrective action within 24 hours.

Construction-
related air
pollutant
emissions
(fugitive dust)
Prior to initiation
of construction
activities (e.g.,
prior to site
preparation,
grading,
demolition, or
building
construction,
whichever occurs
first)
Once prior to
commencement
of construction
(by the prime
construction
contractor)
Inclusion of
measure in
construction
contract(s); status
update in first
annual MMRP
progress report
following
completion of
measure
1b During construction, the contractor shall demonstrate that all ground surfaces are covered or treated sufficiently to minimize fugitive dust emissions.

Construction-
related air
pollutant
emissions
(fugitive dust)
Prior to final
occupancy
Once prior to
final occupancy
Status update in
annual MMRP
progress report
following
occupancy
1c All areas to be paved should be completed as soon as practical; in addition, building pads should be laid as soon as practical after grading.

Construction-
related air
pollutant
emissions
(fugitive dust)
During project
construction
Periodically
during
construction
(i.e., as
increments of
surface-level
improvements
are completed,
confirmation of
Status updates in
annual MMRP
progress reports

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 5 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

Table 2 Standard Control Measures that are Mitigation Measures or are Otherwise Applicable Mitigation Measures/Standard Control Measures
Impact
Being
Addressed
Timing of
Implementation
Monitoring
Frequency
Actions
Indicating
Compliance
paving can
occur)
1d Prohibit idling or queuing of diesel-fueled vehicles and equipment in excess of five minutes. This requirement will be included in specifications for any LAX projects requiring on-site construction. Exemptions may be granted for safety-related and operational reasons, as defined by CARB or as approved by LAWA.

Construction-
related air
pollutant
emissions (on-
and off-road
mobile
sources)
During project
construction
Periodically
during
construction
Inclusion of
measure in
construction
contract(s); status
updates in annual
MMRP progress
reports
1e All diesel-fueled equipment used for construction will be outfitted with the best available emission control devices, where technologically feasible, primarily to reduce emissions of diesel particulate matter (PM), including fine PM (PM2.5), and secondarily, to reduce emissions of NOx. This requirement shall apply to diesel-fueled off-road equipment (such as construction machinery), diesel-fueled on-road vehicles (such as trucks), and stationary diesel-fueled engines (such as electric generators).

The emission control devices utilized in construction equipment shall be verified or certified by California Air Resources Board or US Environmental Protection Agency for use in on-road or off-road vehicles or engines.

Construction-
related air
pollutant
emissions (on-
and off-road
mobile
sources and
stationary
sources)
During project
construction
Periodically
during
construction
Inclusion of
measure in
construction
contract(s); status
updates in annual
MMRP progress
reports
1g To the extent feasible, have construction employees commute during off-peak hours. Construction- related air
pollutant
emissions (on-
road mobile
sources)
During project
construction
Periodically
during
construction
Inclusion of
measure in
construction
contract(s); status
updates in annual
MMRP progress
reports
1h Make access available for on-site lunch trucks during construction, as feasible and consistent with requirements pertaining to airport security, to minimize off-site worker vehicle trips. (for the proposed project, lunch trucks would not access the CTA) Construction-
related air
pollutant
emissions (on-
During project
construction
Periodically
during
construction
Status updates in
annual MMRP
progress reports

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 6 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

Table 2 Standard Control Measures that are Mitigation Measures or are Otherwise Applicable Mitigation Measures/Standard Control Measures
Impact
Being
Addressed
Timing of
Implementation
Monitoring
Frequency
Actions
Indicating
Compliance
road mobile
sources)
1i Utilize on-site rock crushing facility during construction, when feasible, to reuse rock/concrete and minimize off-site truck haul trips.

Construction-
related air
pollutant
emissions (on-
road mobile
sources)
During project
construction (e.g.,
site preparation,
grading,
demolition)
Periodically
during
construction
Status updates in
annual MMRP
progress reports
1j Every effort shall be made to utilize grid-based electric power at any construction site, where feasible. Grid-based power can be from a direct hookup or a tie in to electricity from power poles. If diesel- or gasoline-fueled generators are necessary, generators using "clean burning diesel" (i.e., ultra-low sulfur diesel – ULSD) fuel and exhaust emission controls shall be utilized.

Construction-
related air
pollutant
emissions
(stationary
point sources)
During project
construction
Periodically
during
construction
Inclusion of
measure in
construction
contract(s); status
updates in annual
MMRP progress
reports
1m The contractor or builder shall designate a person or persons to ensure the implementation of all components of the construction-related air quality measures through direct inspections, record reviews, and investigations of complaints.

Construction-
related air
pollutant
emissions
Prior to
commencement
of project
construction (e.g.,
site preparation,
grading,
demolition, or
building
construction,
whichever occurs
first)
Once prior to
commencement
of construction
(by prime
construction
contractor)
Inclusion of
measure in
construction
contract(s); status
update in first
annual MMRP
progress report
following
completion of
measure
1n Locate rock-crushing operations and construction material stockpiles for all LAX- related construction in areas away from LAX-adjacent residents, to the extent possible, to reduce impacts from emissions of fugitive dust.

Construction-
related air
pollutant
Prior to
construction when
identifying
proposed
locations for
Once prior to
use of on-airport
rock-crushing
operation;
periodically
Status updates in
first annual
progress report
following use of
on-airport rock-

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 7 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

Table 2 Standard Control Measures that are Mitigation Measures or are Otherwise Applicable Mitigation Measures/Standard Control Measures
Impact
Being
Addressed
Timing of
Implementation
Monitoring
Frequency
Actions
Indicating
Compliance
emissions
(fugitive dust)
crushing and
stockpiling and
during project
construction in the
event such
activities need to
be relocated
during
construction for
material
stockpiles
crushing operation;
status updates in
annual MMRP
progress reports
for material
stockpiles
1o On-road medium-duty and larger diesel-powered trucks used on LAX construction projects with a gross vehicle weight rating of at least 14,001 pounds shall, at a minimum, comply with USEPA 2010 on-road emissions standards for PM10 and NOx.

Contractor requirements to utilize such on-road haul trucks or the next cleanest vehicle available will be subject to the provisions of LAWA Air Quality Control Measure 1q below.

Construction-
related air
pollutant
emissions (on-
road mobile
sources)
Prior to use of
such trucks
associated with
construction
activity
Whenever such
trucks are
added to the
project
construction
program
Inclusion of
measure in
construction
contract(s); status
updates in annual
MMRP progress
reports
1p All off-road diesel-powered construction equipment greater than 50 horsepower shall meet, at a minimum, USEPA Tier 4 (final) off-road emissions standards. Contractor requirements to utilize Tier 4 (final) equipment or next cleanest equipment available will be subject to the provisions of LAWA Air Quality Control Measure 1q below.

Construction-
related air
pollutant
emissions (off-
road mobile
sources)
Prior to use of
such off-road
diesel-powered
equipment
associated with
construction
activity
Whenever such
equipment is
added to the
project
construction
program
Inclusion of
measure in
construction
contract(s); status
updates in annual
MMRP progress
reports
1q The on-road haul truck and off-road construction equipment requirements set forth in Air Quality Standard Control Measures 1o and 1p above shall apply unless any of the following circumstances exist and the Contractor provides a written finding consistent with project contract requirements that:
o The Contractor does not have the required types of on-road haul trucks or off- road construction equipment within its current available inventory and intends to meet the requirements of the Measures 1o and 1p as to a particular vehicle or piece of equipment by leasing or short-term rental, and the Contractor has attempted in good faith and due diligence to lease the vehicle or equipment Construction-
related air
pollutant
emissions (on-
and off-road
mobile
sources)
Prior to use of
such on-road
trucks or off-road
construction
equipment
associated with
construction
activity
Whenever such
trucks or
equipment are
added to the
project
construction
program
Inclusion of
measure in
construction
contract(s); status
updates in annual
MMRP progress
reports.

Documentation of
good faith efforts
and due diligence
regarding the

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 8 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

Table 2 Standard Control Measures that are Mitigation Measures or are Otherwise Applicable Mitigation Measures/Standard Control Measures
Impact
Being
Addressed
Timing of
Implementation
Monitoring
Frequency
Actions
Indicating
Compliance
that would comply with these measures, but that vehicle or equipment is not available.
o The Contractor has been awarded funding by SCAQMD or another agency that would provide some or all of the cost to retrofit, repower, or purchase a piece of equipment or vehicle, but the funding has not yet been provided due to circumstances beyond the Contractor's control, and the Contractor has attempted in good faith and due diligence to lease or short-term rent the equipment or vehicle that would comply with Measures 1o and 1p, but that equipment or vehicle is not available.
o Contractor has ordered a piece of equipment or vehicle to be used on the construction project in compliance with Measures 1o and 1p at least 60 days before that equipment or vehicle is needed at the project site, but that equipment or vehicle has not yet arrived due to circumstances beyond the Contractor's control, and the Contractor has attempted in good faith and due diligence to lease or short-term rent a piece of equipment or vehicle to meet the requirements of Measures 1o and 1p, but that equipment or vehicle is not available.
o Construction-related diesel equipment or vehicle will be used on the project site for fewer than 20 calendar days per calendar year.

In any of the situations described above, the Contractor/ Subcontractor shall provide the next cleanest piece of equipment or vehicle as provided by the step down schedules in Table A for Off-Road Equipment and Table B for On-Road Equipment.

Nothing in the above shall require an emissions control device (i.e., VDECS) that does not meet Occupational Safety and Health Act (OSHA) standards.

Table A
Off-Road Compliance Step Down Schedule
Compliance
Alternative Engine Standard CARB-verified DECS (VDECS)
1 Tier 4 interim N/A*
2 Tier 3 Level 3
3 Tier 2 Level 3
exceptions related
to unavailability of
equipment/vehicles
shall include
written record(s) of
inquiries (i.e.,
phone log[s]) to at
least three (3)
leasing/rental
companies that
provide
construction-
related on-road
trucks of the type
specified in
Measure 1o above
(i.e., medium-duty
and larger diesel-
powered trucks
with a gross
vehicle weight
rating of at least
14,001 pounds) or
diesel-powered off-
road construction
equipment such as
the types to be
used by the
Contractor,
documenting the
availability/
unavailability of the
required types of
trucks/equipment.

LAWA will, from

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 9 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

4 Tier 1 Level 3
5 Tier 2 Level 2
6 Tier 2 Level 1
7 Tier 3 Uncontrolled
8 Tier 2 Uncontrolled
9 Tier 1 Level 2
* Tier 4 (interim or final) or 2007 model year equipment not already supplied with a factory-equipped diesel particulate filter shall be outfitted with Level 3 VDECS.

Equipment less than Tier 1, Level 2 shall not be
permitted.

Table B
On-Road Compliance Step Down Schedule
Compliance
Alternative
Engine Model
Year
CARB-verified DECS (VDECS)
1 2007 N/A*
2 2004 Level 3
3 1998 Level 3
4 2004 Uncontrolled
5 1998 Uncontrolled
* 2007 Model Year equipment not already supplied with a factory- equipped diesel particulate filter shall be outfitted with Level 3 VDECS.

Equipment with a model year earlier than Model Year 1998 shall not be permitted.

Nothing in the above shall require an emissions control device (i.e., VDECS) that does not meet OSHA standards.
time-to-time,
conduct
independent
research and
verification of the
availability of such
vehicles and
equipment for
lease/rent within a
120-mile radius of
LAX, which may be
used in reviewing
the acceptability of
the Contractor's
good faith efforts
and due diligence.

Regarding the
exception for
equipment/vehicle
s to be used for
fewer than 20
calendar days, the
Contractor shall
not consecutively
use different
equipment or
vehicles that
perform the same
or a substantially
similar function in
an attempt to use
this exception
(Measure 1q) to
circumvent the
intent of Measures
1o and 1p.

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 12 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

LAWA
Paleontological Resources Construction Personnel Briefing. Prior to initiation of grading/ground-disturbing activities, LAWA shall require the PM or PM designee to brief project engineers, project inspectors, construction foreman, drillers and heavy equipment operators in the identification of fossils or fossiliferous deposits and in the correct procedures for notifying the relevant individuals should such a discovery occur.

Loss or
destruction of
paleontological
resources
Prior to
commencement
of site
grading/ground-
disturbing
activities, as
identified in PMTP
Once prior to
commencement
of site
grading/ground-
disturbing
activities
Inclusion of
measure in
construction
contract(s)
Transportation/Traffic
LAX-ST-1
Monitoring
Agency:

LAWA
Construction Traffic Management Plan
Prior to initiation of construction, LAWA shall require contractors to complete a construction traffic management plan (CTMP). The CTMP shall include a description and illustrations of how the contractor will manage all construction related traffic during both peak and off-peak traffic periods. The CTMP shall detail the haul routes, locations for variable message and other signs, construction deliveries, construction employee shift hours and parking locations, any lane striping changes and traffic signal modifications, and shuttle system operations, if any. The CTMP shall require approval of the LAWA Construction and Logistics Management (CALM) Team prior to implementation. LAWA shall require contractors to implement and comply with the following CTMP measures to reduce construction-related traffic impacts associated with projects at LAX, including:
a. Construction Deliveries
Construction deliveries requiring lane closures shall receive prior approval from the CALM Team. Construction notification of deliveries requiring lane closures shall be made in writing (a minimum of seventy-two (72) hours in advance, unless otherwise coordinated with the CALM Team prior to the required closure(s) when a 72-hour advance written notification is not feasible) in order to allow for any modifications to approved traffic detour plans. Delivery permits from all applicable local agencies shall be obtained thirty (30) days prior to any delivery requiring a lane closure, as feasible. To the extent possible, construction deliveries within the CTA requiring lane closures shall be Traffic
congestion
and delay
related to
construction
activities
Prior to
commencement
of construction for
completion of
CTMP; during
construction for
implementation
Once for
completion of
CTMP; on-going
during
construction
Inclusion of
relevant measures
in construction
contract(s);
approval of CTMP
by LAWA's CALM
Team; ongoing
monitoring of
contractor
compliance.

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 13 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

Table 2 Standard Control Measures that are Mitigation Measures or are Otherwise Applicable Mitigation Measures/Standard Control Measures
Impact
Being
Addressed
Timing of
Implementation
Monitoring
Frequency
Actions
Indicating
Compliance
scheduled during overnight hours (1:00 a.m. to 7:00 a.m.) to minimize impacts to Airport operations.
b. Designated Truck Delivery Hours
To the extent possible, truck deliveries of bulk materials such as aggregate, bulk cement, dirt, etc. to the project site, and hauling of material from the project site, shall be scheduled during off-peak hours to avoid the peak commuter traffic periods on designated haul routes. Peak commuter traffic periods are between 7:00 a.m. to 9:00 a.m. and 4:30 p.m. to 6:30 p.m. Monday through Friday. All deviations to these requirements shall be approved in writing by the CALM Team prior to actual site deliveries. c. Construction Employee Shift Hours
To the extent possible, the beginning and ending times of work shifts that avoid peak commuter traffic periods (7:00 a.m. to 9:00 a.m. and 4:30 p.m. to 6:30 p.m. Monday through Friday) shall be established. (This measure may not apply to swing shifts.) To avoid peak commuter traffic, work periods may be extended to include weekend and multiple work shifts, when necessary. d. Designated Truck Routes
For dirt, aggregate, bulk cement, and all other materials and equipment, truck deliveries to the LAX area shall be on designated routes only (freeways and non-residential streets).

Designated truck routes shall be limited to:
- Aviation Boulevard (Imperial Highway to Manchester Boulevard); - Manchester Boulevard (Aviation Boulevard to I-405);
- Florence Avenue (Aviation Boulevard to I-405);
- La Cienega Boulevard (north of Imperial Highway);
- Pershing Drive (Westchester Parkway to Imperial Highway); - Westchester Parkway (Pershing Drive to Sepulveda Boulevard);

Mitigation Monitoring and Reporting Program

Los Angeles International Airport 14 LAX Terminals 2 and 3 Modernization Project Mitigation Monitoring and Reporting Program June 2017

Table 2 Standard Control Measures that are Mitigation Measures or are Otherwise Applicable Mitigation Measures/Standard Control Measures
Impact
Being
Addressed
Timing of
Implementation
Monitoring
Frequency
Actions
Indicating
Compliance
- Century Boulevard (Sepulveda Boulevard to Aviation Boulevard); - Sepulveda Boulevard (Westchester Parkway to Imperial Highway); - Imperial Highway (Pershing Drive to I-405);
- I-405; and
- I-105
f. Stockpile Locations
All stockpile locations shall be pre-approved by LAWA and its CALM Team.

Stockpile locations/laydown/staging areas shall be accessed by construction vehicles with minimal disruption to adjacent public streets. g. Construction Employee Parking Locations
If parking for construction employees is not located on, or in proximity to, the work site, shuttle buses shall be used to transport employees to and from the construction areas. Shuttle buses shall comply with all applicable California Air Resources Board (CARB) and South Coast Air Quality Management District (SCAQMD) rules and regulations, and LAWA's Alternative Fuel Policy. All employees, including those of subcontractors and suppliers at all tiers, shall park in the designated parking locations and not on city streets, or in nearby neighborhoods. All construction personnel shall be required to attend an airport project-specific orientation meeting that will cover where to park, where staging areas are located, construction policies, etc.

2023 Alameda County Transportation Commission
Transportation Demand Management Measures

APPENDIX C

TRAVEL DEMAND

MANAGEMENT

RESOURCES
Appendix C | Travel Demand Management Resources
Alameda CTC | Congestion Management Program 2023 | 123
TDM ProgramDescription
Primary
Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip
ReductionFactorsSource
Trip Reduction Requirements
Set trip reduction
requirements for
multifamily
residential or
commercial
development
Require as a condition of
approval for developments
(either commercial, multifamily
residential, or both) that certain
TDM measures are implemented
on an ongoing basis, or that
VSecLÀeG YeKLcOe trLS reGXctLoQ
requirements are met.

CitiesPlanning code
or other
municipal
ordinance
Any urban area
with good transit
service;
suburban
downtowns,
commercial and
mixed use areas;
transit stations.
(particularly in
high-growth
areas)
5%-15%;
Enables
other
strategies
Effects of this strategy depend on the location/accessibility of the development site(s), demographics of the project's residential/commercial occupants/ tenants and the type of measures required. The US EPA notes that “reasonable initial targets for the programs established under a trip reduction ordinance (TRO), might be a 5-10 percent reduction in single occupant vehicle (SOV) trips, with somewhat larger reductions (perhaps 15 percent) if substantial fees for parking are imposed.”
https://www.epa.gov/state-and-local-transportation
Establish a
Transportation
Management
Association
Establish an organization to
assist businesses in reducing
vehicle trips, either by
administering programs,
providing services (such as
shuttle service), or providing
technical assistance to
businesses. Often implemented
together with a trip
reduction requirement.

Cities or
business
associations
Planning code
or other
municipal
ordinance;
or voluntary
action by
business
association
Commercial
area or other
major business
or employment
districts
6%-7%The TDM Resource Center (1997) estimated that just by improving coordination, and providing information on travel alternatives, establishment of a TMA can reduce commute-related vehicle trips by 6%-7%, with greater impact when implemented in concert with other trip reduction, TDM and parking management programs and services.

TDM Resource Center (1997), Transportation Demand
Management; A Guide to Including TDM Strategies
in Major Investment Studies and in Planning for Other
7rDQVSortDtLoQ 3roMectV OIÀce oI 8rbDQ 0obLOLt\
WSDOT (www.wsdot.wa.gov), as cited in the Victoria
Transportation Policy Institute's TDM Encyclopedia
(http://www.vtpi.org/tdm/tdm44.htm), last updated
in 2017.

Implement an
employee-trip
reduction
program for
municipal
employees
Appoint an employee
commute coordinator, and
implement incentive programs
to reduce single-occupant
vehicle commuting among
municipal employees. Elements
may include: subsidized transit
passes; employee parking and/
or parking cash-out programs;
commuter checks; direct
ÀQDQcLDO LQceQtLYeV to bLNe
walk, carpool or take transit;
ride sharing; shuttles; vanpools
CitiesModify agency
procedures
Any4-20%Management support and the presence of an onsite employee transporta- tion coordinator are important factors in the success of a program. Mandatory employee/commute trip reduction (CTR) ordinances often require employers with more than 50 or 100 employees at a given employment site to implement a CTR program. This reduces the costs of administering TDM programs and compliance with survey and reporting requirements, but prevents such programs from reaching the majority of employees in a given city/region who work for small to PLGVL]eG ÀrPV DQG orJDQL]DtLoQV ZLtK OeVV tKDQ 0 ePSOo\eeV Marlon G. Boarnet, Hsin-Ping Hsu and Susan Handy
(2010), Draft Policy Brief on the Impacts of Employer-
Based Trip Reduction Based on a Review of the
Empirical Literature, for Research on Impacts of
Transportation and Land Use-Related Policies,
California Air Resources Board http://arb.ca.gov/cc/
sb375/policies/policies.htm); Philip Winters and Daniel Rudge (1995), Commute Alternatives Educational
Outreach, National Urban Transit Institute, Center for
Urban Transportation Research, University of South
Florida; Tom Rye (2002), “Travel Plans: Do They Work?,” Transport Policy, Vol. 9, No. 4 (www.elsevier.com/
locate/tranpol), Oct. 2002, pp. 287-298.

Safety Net
Guaranteed/
Emergency Ride
Home program
Provide a guaranteed ride
home for people who do not
drive to work alone to ensure
they are not stranded if they
need to go home in the middle
of the day due to an
emergency, or stay late
for work unexpectedly.

GRH in
Alameda
County is
provided by
Alameda CTC
Any9%-38%Coupled with active program marketing by employers, including marketing of otKer 7'0 SroJrDPV DQG ÀQDQcLDO LQceQtLYeV VXcK DV SDrNLQJ SrLcLQJ tKe $ODP- eda County Guaranteed Ride Home program has been shown to reduce drive alone vehicle trips to participating employment sites by as much as 38% (Alameda County Guaranteed Ride Home Program Evaluation, Nelson\Nygaard 2015 annual evaluation).

Alameda County Guaranteed Ride Home
Program Evaluation (Nelson\Nygaard 2015, http://
grh.alamedactc.org/wp-content/uploads/2016/06/
ALAMEDA-CTC-GRH-Evaluation-2015-FINAL.pdf).

Table C1 — Menu of Travel Demand Management Measures
ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2 023 | C - 1 Appendix C Table C1 - Menu Of Travel Demand Management Measures Appendix C | Travel Demand Management Resources
Alameda CTC | Congestion Management Program 2023 | 124
TDM ProgramDescription
Primary
Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip
Reduction
FactorsSource
Parking Management
Demand-
responsive
pricing of
on-street spaces
Set on-street parking prices
based on parking demand in
area to achieve parking
availability targets.

CitiesMunicipal
code; capital
project
Urban or
suburban
downtowns,
commercial and
mixed use areas;
transit stations
4%-18%OQe oI tKe PoVt VLJQLÀcDQt IDctorV DIIectLQJ PotorLVtV· cKoLce oI ZKetKer to drive or travel by another mode is the price of parking at the destination. 0oreoYer XS to 2 oI trDIÀc LQ PL[eGXVe GLVtrLctV LV DttrLbXtDbOe to crXLVLQJ for parking. By encouraging use of alternative modes and reducing parking VeDrcK reODteG GeOD\V Ior trDQVLt GePDQG reVSoQVLYe SrLcLQJ cDQ VLJQLÀcDQtO\ reduce vehicle trips to major destinations/districts. The impact of parking pricing depends on the overall supply and availability of both on-street and off-street parking and the extent to which employers subsidize such parking.

Low-end estimate per Harvey and Deakin (1997),
who estimated that parking pricing for work and
non-work trips would reduce regional vehicle trips by

2.8% (Greig Harvey and Elizabeth Deakin (1997), “The
STEP Analysis Package: Description and Application
Examples,” Appendix B, in Apogee Research, Guid-
ance on the Use of Market Mechanisms to Reduce
Transportation Emissions, US EPA (Washington DC;
www.epa.gov/omswww/market.htm)). High end
estimated based on the Victoria Transportation Policy
Institute (2016), Trip Reduction Tables (http://www.
vtpi.org/tdm/tdm41.htm). Additional resource: http://
www.spur.org/publications/spur-report/2009-05-01/
critical-cooling.

Use of new
meter
technologies
to allow
multiple forms
of payment and
dynamic pricing
Install parking meters that allow
payment by credit card or
phone, and that connect to
a central system in real-time,
allowing for remote
programming and
management of parking prices.

CitiesCapital projectUrban or
suburban
downtowns,
commercial and
mixed use areas;
transit stations
Enables
demand
responsive
parking
pricing
Installation of new parking management technologies, including new meters and infrastructure to support payment by cell phone and real-time monitoring of parking space utilization and turnover enable implementation of demand responsive parking pricing, which in turn reduces vehicle travel (see Demand Responsive Parking Pricing).

San Francisco Planning and Urban Research
(2009). “Critical Cooling,” The Urbanist, Issue 482,
May, 2009 (http://www.spur.org/publications/spur-
report/2009-05-01/critical-cooling).

Use of
parking
revenue to
support other
mobility/
neighborhood
programs
Dedicate meter revenue from
designated area to uses such
as mobility improvements,
neighborhood or business
improvement programs,
potentially through the creation
oI D SDrNLQJ beQeÀt GLVtrLct
CitiesForm
dedicated
Transportation
Management
District to
receive funds
Any area with
paid parking
Enables
investment in
Multimodal
Infrastructure
and TDM
Programs
&reDtLoQ oI SDrNLQJ beQeÀt GLVtrLct cDQ GLrectO\ VXSSort YeKLcOe trLS reGXctLoQ by providing funding for investments in other multimodal access programs and services that increase opportunities for access by non-auto modes.

The establishment of such districts and provisions requiring meter and permit revenues to be spent within the district can also indirectly support vehicle trip reduction by increasing local political support for demand responsive, market- based pricing of on-street and off-street parking.

Require
“Unbundling”
of parking costs
from rents and
leases
Separate the charge for
leasing or buying a unit or
square footage in multifamily
residential or commercial
buildings from charges for
parking spaces.

CitiesModify plan-
ning code
Any6%-16%“Charging separately for parking is among the most effective strategies to encourage households to own fewer cars, and subsequently reduce vehicle trips. Parking costs are generally subsumed into the sale or rental price of housing and commercial real estate. For residential development, unbundled parking may prompt some residents to dispense with one of their cars and to make more of their trips by other modes. The elasticity of vehicle ownership with respect to price is typically -0.4 to -1.0. Assuming total annual vehicle spending of $7,788 (BLS Consumer Expenditure Survey, 2011), unbundling of an average of $100/month in parking costs would increase perceived transportation costs/vehicle by 15%/year for the typical hh, which in turn is expected to result in a decline in vehicle ownership of 6% (at a price elasticity of -0.4) to 16% (at -0.10), with corresponding declines in vehicle trips.” Victoria Transport Policy Institute (2017),
Transportation Elasticities, http://www.vtpi.org/tdm/
tdm11.htm; Bureau of Labor Statistics (2012),
Consumer Expenditure Survey, 2011, www.bls.gov.

Table C1 — Menu of Travel Demand Management Measures
C - 2 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2 023 Appendix C Table C1 - Menu Of Travel Demand Management Measures (Cont.) Appendix C | Travel Demand Management Resources
Alameda CTC | Congestion Management Program 2023 | 125
TDM
ProgramDescription
Primary
Agency
Responsible
City Implementation Mechanism
Recommended
Application/
Context
% Trip
ReductionFactorsSource
Parking Management, Continued
Reduced or
eliminated
minimum
parking
requirements
In areas that are well-
served by transit and other
alternatives to driving,
allow developers to build
residential and commercial
buildings with fewer parking
spaces or no parking.

CitiesModify planning codeAny area with
quality transit
service
9%-16%Eliminating or reducing off-street parking requirements allows a market based supply of parking, and eliminates the sometimes required over-supply of parking, which encourages property owners/managers to bundle park- ing in lease/sale agreements and provides an effective subsidy for vehicle trDYeO 7KLV SoOLc\ reIorP GoeV Qot GLrectO\ LQÁXeQce YeKLcOe trDYeO GePDQG associated with existing development, although elimination of minimum off- street parking requirements does remove a barrier to changes of use, and/ or the lease or sale of underutilized private off-street parking constructed in accordance with previous requirements, supporting the development of market-based parking pricing that in turn reduces vehicle travel.

Range of vehicle trip reduction
impact of eliminating minium parking
reTXLrePeQtV oQ /oV $QJeOeV·
Westside, as incorporated in the
vehicle trip reduction impact
analysis conducted for the
Los Angeles Westside Mobility Plan
(http://www.westsidemobilityplan.
com/transportation-demand-model/)
District-based
parking man-
agement
Manage parking supply in
D GeÀQeG DreD DV D XQL-
ÀeG ZKoOe LQ orGer to better
manage parking demand
between different
facilities to eliminate cruising
for parking and improve the
customer experience.

CitiesModify city agency procedures;Urban or
suburban
downtowns,
commercial
and mixed use
areas; transit
stations
Enables
compact
development
'LVtrLctbDVeG SDrNLQJ PDQDJePeQt oIIerV tKe VDPe beQeÀt DV VKDreG parking facilities at a wider scale. As with shared parking facilities, the coordinated provision and management of a shared, publicly accessible supply of on-street and off-street parking at a district-scale can reduce vehicle trips by facilitating dense/compact, clustered, and mixed-use GeYeOoSPeQt DQG b\ reGXcLQJ e[SeQGLtXre oI ODQG DQG ÀQDQcLDO reVoXrceV on off-street parking, thereby reducing an effective subsidy for auto access and mobility.

Incentivize
shared
parking
Facilitate the sharing of
parking among multiple
land uses that have
complementary schedules

eJ DQ oIÀce ZLtK JreDter
demand during the day
and restaurant with greater
demand at night).

Enabled
by cities,
brokered
by private
businesses or
developments
Modify planning codeUrban or
suburban
downtowns,
commercial
and mixed use
areas
Enables
compact
development
Shared parking facilities can reduce vehicle trips by reducing the need for construction of dedicated off-street parking facilities for each land use/ activity commensurate with the peak parking demand for that use. By so doing, shared parking facilities can enable dense, clustered development that facilitates a greater share of trips by walking, cycling and public transit. Shared parking can also reduce the total amount of land and ÀQDQcLDO reVoXrceV GeGLcDteG to SDrNLQJ IDcLOLtLeV LQ tXrQ reGXcLQJ tKe effective subsidy for access by automobile that such expenditures represent.

However, if shared parking increases available parking supply and thereby reduces parking prices it may in some cases increase vehicle trips and vehicle miles traveled (VMT).

Shared parking does not directly
reduce vehicle travel if it substitutes
for increased parking supply. To
the degree that it increases the
available supply of parking and
reduces parking prices it can
encourage automobile travel. To the
degree that shared parking allows
more clustered development can
encourage use of alternative modes.

Improved
parking
ZD\ÀQGLQJ
signage
,QVtDOO ZD\ÀQGLQJ VLJQDJe to
PDNe SDrNLQJ eDVLer to ÀQG
This can help to shift parking
demand away from overfull
spaces to underutilized areas
and can help reduce local
trDIÀc LPSDctV cDXVeG b\
searching for parking.

CitiesCapital projectUrban or
suburban
downtowns,
commercial
and mixed use
areas; transit
stations
Not
available
(QKDQceG ZD\ÀQGLQJ VLJQDJe DQG SroYLVLoQ oI reDOtLPe LQIorPDtLoQ DboXt SDrNLQJ VXSSO\ DQG DYDLODbLOLt\ cDQ reGXce 907 DQG trDIÀc coQJeVtLoQ b\ reducing parking search time, but impacts on total vehicle trips are unclear.

Urban Form and Land Use
Compact,
mixed use
development
and “park
once” districts
Encourage development of
districts that allow people to
park just once if they drive to
reach the district, and walk
to destinations within the
area once they are there.

Cities are
responsible for
zoning, land
use plan-
ning, and
development
permissions
Amending general plans and zoning
codes to plan for and facilitate compact,
mixed-use development in appropri-
ate areas. Support implementation of
compact, mixed-use development by
establishment of public development
commissions and other mechanisms to
support public investment.

Urban;
suburban
downtown;
transit station
20%-40%Recent literature indicates that compact development can reduce VMT per capita by 20%-40% compared to conventional “sprawl type” development characterized by low density and segregation of land uses and activities (vehicle trips are assumed to be reduced by a corresponding 20%-40%).

Cumulative effects depend on the pace of new development in the County relative to the base of existing development (at a more rapid pace and extensive geographic scale, compact/mixed-use development/ redevelopment can lead to greater reduction in vehicle trips.

Ewing, R. K. Bartholomew, S.

Winkelman, J. Walters, and D. Chen
(2008). Growing Cooler: The Evidence
on Urban Development and Climate
Change. Washington, DC: Urban
Land Institute (ULI), p. 33.

Table C1 — Menu of Travel Demand Management Measures
ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2 023 | C - 3 Appendix C Table C1 - Menu Of Travel Demand Management Measures (Cont.) Appendix C | Travel Demand Management Resources
Alameda CTC | Congestion Management Program 2023 | 126
TDM ProgramDescription
Primary
Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip
ReductionFactorsSource
Trip Reduction
Establish a
Transportation
Management
Association
Establish an organization to
assist businesses in reducing
vehicle trips, either by admin-
istering programs, pro viding
services (such as shuttle ser-
vice), or providing technical
assistance to businesses. Often
implemented together with a
trip reduction requirement.

BusinessesVoluntary
action by
business
association
Commercial
area or other
major business
or employment
districts
6%-7%The TDM Resource Center (1997) estimated that just by improving coordination, and providing information on travel alternatives, establishment of a TMA can reduce commute-related vehicle trips by 6%-7%, with greater impact when implemented in concert with other trip reduction, TDM and parking manage- ment programs and services.

TDM Resource Center (1997), Transportation
Demand Management; A Guide to Including
TDM Strategies in Major Investment Studies and in
3ODQQLQJ Ior OtKer 7rDQVSortDtLoQ 3roMectV OIÀce
of Urban Mobility, WSDOT (www.wsdot.wa.gov), as
cLteG LQ tKe 9LctorLD 7rDQVSortDtLoQ 3oOLc\ ,QVtLtXte·V TDM Encyclopedia (http://www.vtpi.org/tdm/
tdm44.htm), last updated in 2017.

Implement an
employee-trip
reduction
program
Appoint an employee
commute coordinator, and
implement incentive programs
to reduce single-occupant
vehicle commuting among
municipal employees. Elements
may include: subsidized transit
passes; employee parking and/
or parking cash-out programs;
commuter checks; direct
ÀQDQcLDO LQceQtLYeV to bLNe
walk, carpool or take transit;
ride sharing; shuttles; vanpools.

BusinessesAny4-20%Management support and the presence of an onsite employee transporta- tion coordinator are important factors in the success of a program. Mandatory employee/commute trip reduction (CTR) ordinances often require employers with more than 50 or 100 employees at a given employment site to implement a CTR program. This reduces the costs of administering TDM programs and compliance with survey and reporting requirements, but prevents such pro- grams from reaching the majority of employees in a given city/region who work Ior VPDOO to PLGVL]eG ÀrPV DQG orJDQL]DtLoQV ZLtK OeVV tKDQ 0 ePSOo\eeV Marlon G. Boarnet, Hsin-Ping Hsu and Susan
Handy (2010), Draft Policy Brief on the Impacts of
Employer-Based Trip Reduction Based on a Review
of the Empirical Literature, for Research on Impacts
of Transportation and Land Use-Related Policies,
California Air Resources Board http://arb.ca.gov/
cc/sb375/policies/policies.htm); Philip Winters and
Daniel Rudge (1995), Commute Alternatives Edu-
cational Outreach, National Urban Transit Institute,
Center for Urban Transportation Research, University
of South Florida; Tom Rye (2002), “Travel Plans:

Do They Work?,” Transport Policy, Vol. 9, No. 4
(www.elsevier.com/locate/tranpol), Oct. 2002,
pp. 287-298.

Safety Net
Guaranteed/
Emergency Ride
Home program
Provide a guaranteed ride
home for people who do not
drive to work alone to ensure
they are not stranded if they
need to go home in the
middle of the day due to an
emergency, or stay late for
work unexpectedly.

GRH in
Alameda
County is
provided by
Alameda CTC
Any9%-38%Coupled with active program marketing by employers, including marketing oI otKer 7'0 SroJrDPV DQG ÀQDQcLDO LQceQtLYeV VXcK DV SDrNLQJ SrLcLQJ tKe Alam eda County Guaranteed Ride Home program has been shown to reduce drive alone vehicle trips to participating employment sites by as much as 38% (Alameda County Guaranteed Ride Home Program Evaluation, Nelson\ Nygaard 2015).

Alameda County Guaranteed Ride Home Pro-
gram Evaluation (Nelson\Nygaard 2015, http://grh.
alamedactc.org/wp-content/uploads/2016/06/
ALAMEDA-CTC-GRH-Evaluation-2015-FINAL.pdf).

Parking Management
Incentivize
shared parking
Facilitate the sharing of parking
among multiple land uses
that have complementary
VcKeGXOeV
eJ DQ oIÀce ZLtK
greater demand during the
day and restaurant with greater
demand at night).

Enabled by
cities, brokered
by private
businesses or
develop ments
Modify
planning code
Urban or
suburban
downtowns,
commercial and
mixed use areas
Enables
compact
development
Shared parking facilities can reduce vehicle trips by reducing the need for construction of dedicated off-street parking facilities for each land use/activity commensurate with the peak parking demand for that use. By so doing, shared parking facilities can enable dense, clustered development that facilitates a greater share of trips by walking, cycling and public transit. Shared parking can DOVo reGXce tKe totDO DPoXQt oI ODQG DQG ÀQDQcLDO reVoXrceV GeGLcDteG to parking facilities, in turn reducing the effective subsidy for access by automobile that such expenditures represent. However, if shared parking increases available parking supply and thereby reduces parking prices it may in some cases increase vehicle trips and vehicle miles traveled.

Shared parking does not directly reduce vehicle
travel if it substitutes for increased parking supply. To the degree that it increases the available supply of
parking and reduces parking prices it can encour-
age automobile travel. To the degree that shared
parking allows more clustered development it can
encourage use of alternative modes.

Table C1 — Menu of Travel Demand Management Measures
C - 4 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2 023 Appendix C Table C1 - Menu Of Travel Demand Management Measures (Cont.) Appendix C | Travel Demand Management Resources
Alameda CTC | Congestion Management Program 2023 | 127
TDM Program Description Primary Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip Reduction Factors Source
Multimodal Infrastructure
Bicycle
sharing services
Bicycles are available to
members for short-term rental
and can be returned at any
bike share station. Bike share
may be offered in city
neighborhoods, near transit
hubs, or at major
employment centers.

Cities or
private
bicycle shar-
ing companies
(usually at invi-
tation of
a city)
Urban; suburban
downtown;
transit station
Impacts
depend on
conditions
A survey of bikeshare users in four major cities (Minneapolis, Montreal, Toronto, and Washington DC) by Shaheen and Martin (2015) found that 25-52% reported reducing their automobile travel and 1.9-3.6% reported reducing their vehicle ownership. The impact depends on the larger bike network and bicycling conditions. This research does not state if the shift from automobile trips to bicycle trips is for commute or non-commute trips, nor does the research state at what time of day these trips occur, i.e., peak or non-peak trips.

Victoria Transport Policy Institute (2017), Public Bike Systems: Automated Bike Rentals for Short Utilitarian
Trips, www.vtpi.org/tdm/tdm126.htm.

Enhanced
transit service
Improve transit service to better
serve potential riders and shift
travel from driving trips.

Transit
agencies,
funded by
cities,
counties, TMAs,
BIDs, regional
agencies
Any Impacts depend
on the level
and quality of
improvements
The elasticity of transit use with respect to transit service frequency is about

0.4, which means that a 1.0% increase in service (measured by transit vehicle mileage or operating hours) increases average ridership by 0.4%.

Not all persons will be shifting from auto to transit, so the relationship is not one to one.

Brian E. McCollom, Richard H. Pratt (2004), Transit
Pricing and Fares – Traveler Response to
Transportation System Changes, TCRB Report 95,
Transportation Research Board (www.trb.org);
available at http://onlinepubs.trb.org/onlinepubs/
tcrp/tcrp_rpt_95c12.pdf.

High Occupancy
Vehicle/Toll
(HOV/HOT) lanes
Implement a system of express
lanes for high-occupancy
vehicles, transit, and/or people
who pay a toll. This provides
a time savings to people who
commute by modes other than
driving alone.

Highway dis-
tricts, often led
by counties
or regional
agencies
Freeways,
any context
2% to 30% Comsis (1993) and Turnbull, Levinson and Pratt (2006) find that HOV facilities can reduce vehicle trips on a particular roadway by 4-30%. Ewing (1993) estimates that HOV facilities can reduce peak-period vehicle trips on individual facilities by 2-10%, and up to 30% on very congested highways if HOV lanes are separated from general-purpose lanes by a barrier. Turnbull, Levinson and Pratt (2006) suggest that HOV highway lanes are most effective at reducing automobile use on congested highways to large employment centers in large urban areas with 25 or more buses per hour during peak periods, where transit provides time savings of at least 5 to 10 minutes per trip.

Comsis Corporation (1993), Implementing Effective
Travel Demand Management Measures: Inventory
of Measures and Synthesis of Experience, USDOT
and Institute of Transportation Engineers (www.ite.
org); available at www.bts.gov/ntl/DOCS/474.html.

Katherine F. Turnbull, Herbert S. Levinson and
Richard H. Pratt (2006), HOV Facilities – Traveler
Response to Transportation System Changes, TCRB
Report 95, Transportation Research Board (www.trb.
org); available at http://onlinepubs.trb.org/online-
pubs/tcrp/tcrp_rpt_95c2.pdf.

Financial Incentives
Transit “fare
free” zones
Transit agency provides free
rides in designated zone.

Transit agen-
cies, can be
initiated/funded
by cities,
transportation
management
associations
(TMAs),
business
districts
Can be
implemented
directly by
transit agency,
or another
organization
can form a
funding
partnership
with the transit
agency
Urban or
suburban
downtowns
Not
available
Impact of transit fare-free zones is highly context specific. Some cities have seen very large increases in transit ridership within free-fare zones.

Henry Grabar (2012), “What Really Happens When
a City Makes Its Transit System Free?” available at
http://www.citylab.com/work/2012/10/
what-really-happens-when-city-makes-its-transit-
system-free/3708/.

Table C1 — Menu of Travel Demand Management Measures
ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2 023 | C - 5 Appendix CTable C1 - Menu Of Travel Demand Management Measures (Cont.) Alameda CTC | 2023 Congestion Management Program | 128
Appendix C | Travel Demand Management ResourcesAppendix C ALAMEDA CTC ● CONGESTION MANAGEMENT PROGRAM 2023 | C - 6 Travel Demand Management Checklist
The Travel Demand Management (TDM) Elementof the
Alameda County Congestion Management Program
requires each jurisdiction to comply with the Required
Program . This requirement can be satisfied in three
ways . The legislation declares the following:
• Option 1: Adopting “Design Strategies for
encouraging alternatives to using auto through
local development review” prepared by ABAG and
the Bay Area Air Quality Management District;
• Option 2: Adopting new design guidelines that
meet the individual needs of the local jurisdictions
and the intent of the goals of the TDM Element; or
• Option 3: Providing evidence that existing local
policies and programs meet the intent of the goals
of the TDM Element .

For jurisdictions that have chosen to satisfy this
requirement by Option 2 or 3 above, the following
checklist has been prepared . To ensure consistency and equity throughout Alameda County, this checklist
identifies the components of a design strategy that
should be included in a local program to meet the
minimum CMP conformity requirements . The required
components highlighted in bold type are shown at the
beginning of each section . A jurisdiction must answer
"Yes" to each of the required components to be
considered consistent with the CMP . Each jurisdiction will be asked to annually certify that it is complying with the TDM Element . Local jurisdictions will not be asked to
submit the back-up information to the CMA justifying its response; however, it should be available at the request of the public or neighboring jurisdictions .

Questions regarding optional program components are
also included . Local jurisdictions are encouraged but
not required to answer these questions . This checklist will help the CMA to further support local jurisdictions and TDM activities throughout the county .
(Note: Bold type face indicates those components that
must be included in the “Required Program” to be
found in compliance with the Congestion
Management Program.)
Bicycle Facilities
Goal
To develop and implement design strategies that foster
the development of a countywide bicycle program that
incorporates a wide range of bicycle facilities to
reduce vehicle trips and promote bicycle use for
commuting, shopping and school activities, and
recreation . (Note: examples of facilities are bike paths, lanes, or racks .)
Local Responsibilities

1. Does your jurisdiction have design strategies or
adopted policies that include the following?
A. A system of bicycle facilities that connects
residential and/or non-residential development
to other major activity centers?
Yes No
B . Bicycle facilities that provide access to transit?
Yes No
C . Construction of bicycle facilities needed to fill
gaps, (i .e ., gap closure), not provided through
the development review process?
Yes No
D . Consideration of bicycle safety such as safe
crossing of busy arterials or along bike trails?
Yes No
E . Bicycle storage and bicycle parking for
(A) multi-family residential and/or (B) non-
residential developments?
Yes No
2 . How does your jurisdiction implement these
strategies? Please identity .
• Zoning Ordinance
• Design Review
• Standard Conditions of Approval
• Capital Improvement Program
• Specific Plan
• Other
Alameda CTC | 2023 Congestion Management Program | 129
Appendix C | Travel Demand Management Resources
C - 7 | ALAMEDA CTC ● CONGESTION MANAGEMENT PROGRAM 2023 Appendix C
Pedestrian Facilities
Goal
To develop and implement design strategies that
reduce vehicle trips and foster access for commuting,
shopping, recreation, and school activities .

Local Responsibilities

3. Does your jurisdiction have design strategies or
adopted policies that incorporate and provide for
the following?
A. Reasonably direct, convenient, accessible, and
safe pedestrian connections to major activity
centers, transit stops, or hubs parks/open space
and other pedestrian facilities?
Yes No
B. Construction of pedestrian paths needed to fill
gaps, (i.e., gap closure), not provided through
the development process?
Yes No
C . S afety elements such as convenient crossing
at arterials?
Yes No
D . Amenities such as lighting, street trees, and trash receptacles that promote walking?
Yes No
E . Encouraging uses on the first floor that are
pedestrian oriented, entrances that are
conveniently accessible from the sidewalk or
transit stops, or other strategies that promote
pedestrian activities in commercial areas?
Yes No
4 . How does your jurisdiction implement these
strategies? Please identity .
• Zoning Ordinance
• Design Review
• Standard Conditions of Approval
Transit
Goal
To develop and implement design strategies in
cooperation with the appropriate transit agencies that
reduce vehicle trips and foster the use of transit for
commuting, shopping, recreation, and school activities .

Local Responsibilities

5. Does your jurisdiction have design strategies or
adopted policies that incorporate the following?
A. Provide for the location of transit stops that
minimize access time, facilitate intermodal
transfers, and promote reasonably direct,
accessible, convenient and safe connections
to residential uses and major activity centers?
Yes No
B. Provide for transit stops that have shelters or
benches, trash receptacles, street trees or other
street furniture that promote transit use?
Yes No
C. Include a process for including transit operators
in development review?
Yes No
D . Provide for directional signage for transit stations and/or stops?
Yes No
E . Include specifications for pavement width, bus
pads or pavement structure, length of bus stops,
and turning radii that accommodates
bus transit?
Yes No
6 . How does your jurisdiction implement these
strategies? Please identity .
• Zoning Ordinance
• Design Review
• Standard Conditions of Approval
• Capital Improvement Program• Capital Improvement Program • Specific Plan
• Other
• Specific Plan
• Other
Alameda CTC | 2023 Congestion Management Program | 130
Appendix C | Travel Demand Management Resources
ALAMEDA CTC ● CONGESTION MANAGEMENT PROGRAM 2023 | C - 8 Appendix C
Carpools and Vanpools
Goal
To develop and implement design strategies that
reduce the overall number of vehicle trips and foster
carpool and vanpool use .

Local Responsibilities
7 . Does your jurisdiction have design strategies or
adopted policies that incorporate the following?
A . For publicly owned parking garages or lots, are
there preferential parking spaces and/or
charges for carpools or vanpools?
Yes No
B . Convenient or preferential parking for carpools
and vanpools in non-residential developments?
Yes No
C . I nformation and marketing to support carpool
and vanpool matching series and for use on city
website, social media, and printed materials?
Yes No
D . Policies that support reducing free parking or
providing incentives to businesses to decrease
free parking?
Yes No
8 . How does your jurisdiction implement these
strategies? Please identity .
• Zoning Ordinance
• Design Review
• Standard Conditions of Approval
• Capital Improvement Program
• Specific Plan
• Other
Park and Ride
Goal
To develop design strategies that reduce the overall
number of vehicle trips and provide park and ride lots at strategic locations .

Local Responsibilities
9 . Does your jurisdiction have design strategies or
adopted policies that incorporate the following?
A . Promotion of park-and-ride lots located near
freeways or major transit hubs using city
outreach methods?
Yes No
B . Process that provides input to Caltrans to insure
HOV by-pass at metered freeway ramps?
Yes No
10 . How does your jurisdiction implement these
strategies? Please identity .
• Zoning Ordinance
• Design Review
• Standard Conditions of Approval
• Capital Improvement Program
• Specific Plan
• Other
TDM Program Description
Primary
Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip
Reduction Factors Source
Trip Reduction Requirements
Set trip reduction
requirements for
multifamily
residential or
commercial
development
Require as a condition of
approval for developments
(either commercial, multifamily
residential, or both) that certain
TDM measures are implemented
on an ongoing basis, or that
specified vehicle trip reduction
requirements are met.

Cities Planning code
or other
municipal
ordinance
Any urban area
with good transit
service;
suburban
downtowns,
commercial and
mixed use areas;
transit stations.
(particularly in
high-growth
areas)
5%-15%;
Enables
other
strategies
Effects of this strategy depend on the location/accessibility of the development site(s), demographics of the project's residential/commercial occupants/ tenants and the type of measures required. The US EPA notes that “reasonable initial targets for the programs established under a trip reduction ordinance (TRO), might be a 5-10 percent reduction in single occupant vehicle (SOV) trips, with somewhat larger reductions (perhaps 15 percent) if substantial fees for parking are imposed.”
https://www.epa.gov/state-and-local-transportation
Establish a
Transportation
Management
Association
Establish an organization to
assist businesses in reducing
vehicle trips, either by
administering programs,
providing services (such as
shuttle service), or providing
technical assistance to
businesses. Often implemented
together with a trip
reduction requirement.

Cities or
business
associations
Planning code
or other
municipal
ordinance;
or voluntary
action by
business
association
Commercial
area or other
major business
or employment
districts
6%-7% The TDM Resource Center (1997) estimated that just by improving coordination, and providing information on travel alternatives, establishment of a TMA can reduce commute-related vehicle trips by 6%-7%, with greater impact when implemented in concert with other trip reduction, TDM and parking management programs and services.

TDM Resource Center (1997), Transportation Demand
Management; A Guide to Including TDM Strategies
in Major Investment Studies and in Planning for Other
Transportation Projects, Office of Urban Mobility,
WSDOT (www.wsdot.wa.gov), as cited in the Victoria
Transportation Policy Institute's TDM Encyclopedia
(http://www.vtpi.org/tdm/tdm44.htm), last updated
in 2017.

Marlon G. Boarnet, Hsin-Ping Hsu and Susan Handy
(2010), Draft Policy Brief on the Impacts of Employer-
Based Trip Reduction Based on a Review of the
Empirical Literature, for Research on Impacts of
Transportation and Land Use-Related Policies,
California Air Resources Board http://arb.ca.gov/cc/
sb375/policies/policies.htm); Philip Winters and Daniel Rudge (1995), Commute Alternatives Educational
Outreach, National Urban Transit Institute, Center for
Urban Transportation Research, University of South
Florida; Tom Rye (2002), “Travel Plans: Do They Work?,” Transport Policy, Vol. 9, No. 4 (www.elsevier.com/
locate/tranpol), Oct. 2002, pp. 287-298.

GRH in
Alameda
County is
provided by
Alameda CTC
Any 9%-38% Coupled with active program marketing by employers, including marketing of other TDM programs and financial incentives, such as parking pricing, the Alam- eda County Guaranteed Ride Home program has been shown to reduce drive alone vehicle trips to participating employment sites by as much as 38% (Alameda County Guaranteed Ride Home Program Evaluation, Nelson\Nygaard 2015 annual evaluation).

Alameda County Guaranteed Ride Home
Program Evaluation (Nelson\Nygaard 2015, http://
grh.alamedactc.org/wp-content/uploads/2016/06/
ALAMEDA-CTC-GRH-Evaluation-2015-FINAL.pdf).

Appendix F1—Menu of Travel Demand Management Measures, Alameda County TDM Program: City and Public Agency Measures ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 | F - 1 TDM Program Description
Primary
Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip Reduc-
tion Factors Source
Parking Management
Demand-
responsive
pricing of
on-street spaces
Set on-street parking prices
based on parking demand in
area to achieve parking
availability targets.

Cities Municipal
code; capital
project
Urban or
suburban
downtowns,
commercial and
mixed use areas;
transit stations
4%-18% One of the most significant factors affecting motorists’ choice of whether to drive or travel by another mode is the price of parking at the destination.

Moreover, up to 28% of traffic in mixed-use districts is attributable to cruising for parking. By encouraging use of alternative modes and reducing parking search related delays for transit, demand responsive pricing can significantly reduce vehicle trips to major destinations/districts. The impact of parking pricing depends on the overall supply and availability of both on-street and off-street parking and the extent to which employers subsidize such parking.

Low-end estimate per Harvey and Deakin (1997),
who estimated that parking pricing for work and
non-work trips would reduce regional vehicle trips by

Cities Capital project Urban or
suburban
downtowns,
commercial and
mixed use areas;
transit stations
Enables
demand
responsive
parking
pricing
Installation of new parking management technologies, including new meters and infrastructure to support payment by cell phone and real-time monitoring of parking space utilization and turnover enable implementation of demand responsive parking pricing, which in turn reduces vehicle travel (see Demand Responsive Parking Pricing).

San Francisco Planning and Urban Research
(2009). “Critical Cooling,” The Urbanist, Issue 482,
May, 2009 (http://www.spur.org/publications/spur-
report/2009-05-01/critical-cooling).

Cities Form
dedicated
Transportation
Management
District to
receive funds
Any area with
paid parking
Enables
investment in
Multimodal
Infrastructure
and TDM
Programs
Creation of parking benefit district can directly support vehicle trip reduction by providing funding for investments in other multimodal access programs and services that increase opportunities for access by non-auto modes.

Cities Modify plan-
ning code
Any 6%-16% “Charging separately for parking is among the most effective strategies to encourage households to own fewer cars, and subsequently reduce vehicle trips. Parking costs are generally subsumed into the sale or rental price of housing and commercial real estate. For residential development, unbundled parking may prompt some residents to dispense with one of their cars and to make more of their trips by other modes. The elasticity of vehicle ownership with respect to price is typically -0.4 to -1.0. Assuming total annual vehicle spending of $7,788 (BLS Consumer Expenditure Survey, 2011), unbundling of an average of $100/month in parking costs would increase perceived transportation costs/vehicle by 15%/year for the typical hh, which in turn is expected to result in a decline in vehicle ownership of 6% (at a price elasticity of -0.4) to 16% (at -0.10), with corresponding declines in vehicle trips.” Victoria Transport Policy Institute (2017),
Transportation Elasticities, http://www.vtpi.org/tdm/
tdm11.htm; Bureau of Labor Statistics (2012),
Consumer Expenditure Survey, 2011, www.bls.gov.

Appendix F1—Menu of Travel Demand Management Measures, Alameda County TDM Program: City and Public Agency Measures, Continued F - 2 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 2019 Alameda County Transportation Commission
Transportation Demand Management Measures

TDM ProgramDescription
Primary
Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip
ReductionFactorsSource
Trip Reduction
Establish a
Transportation
Management
Association
Establish an organization to
assist businesses in reducing
vehicle trips, either by admin-
istering programs, pro viding
services (such as shuttle ser-
vice), or providing technical
assistance to businesses. Often
implemented together with a
trip reduction requirement.

TDM Resource Center (1997), Transportation
Demand Management; A Guide to Including
TDM Strategies in Major Investment Studies and in
Planning for 2tKer Transportation Projects 2ffice
of Urban Mobility, WSDOT (www.wsdot.wa.gov), as
cited in tKe 9ictoria Transportation Policy Institute·s TDM Encyclopedia (http://www.vtpi.org/tdm/
tdm44.htm), last updated in 2017.

Implement an
employee-trip
reduction
program
Appoint an employee
commute coordinator, and
implement incentive programs
to reduce single-occupant
vehicle commuting among
municipal employees. Elements
may include: subsidized transit
passes; employee parking and/
or parking cash-out programs;
commuter checks; direct
financial incentives to EiNe
walk, carpool or take transit;
ride sharing; shuttles; vanpools.

Marlon G. Boarnet, Hsin-Ping Hsu and Susan
Handy (2010), Draft Policy Brief on the Impacts of
Employer-Based Trip Reduction Based on a Review
of the Empirical Literature, for Research on Impacts
of Transportation and Land Use-Related Policies,
California Air Resources Board http://arb.ca.gov/
cc/sb375/policies/policies.htm); Philip Winters and
Daniel Rudge (1995), Commute Alternatives Edu-
cational Outreach, National Urban Transit Institute,
Center for Urban Transportation Research, University
of South Florida; Tom Rye (2002), “Travel Plans:

Do They Work?,” Transport Policy, Vol. 9, No. 4
(www.elsevier.com/locate/tranpol), Oct. 2002,
pp. 287-298.

Safety Net
Guaranteed/
Emergency Ride
Home program
Provide a guaranteed ride
home for people who do not
drive to work alone to ensure
they are not stranded if they
need to go home in the
middle of the day due to an
emergency, or stay late for
work unexpectedly.

GRH in
Alameda
County is
provided by
Alameda CTC
Any9%-38%Coupled with active program marketing by employers, including marketing of otKer TDM programs and financial incentives sucK as parNing pricing tKe Alam eda County Guaranteed Ride Home program has been shown to reduce drive alone vehicle trips to participating employment sites by as much as 38% (Alameda County Guaranteed Ride Home Program Evaluation, Nelson\ Nygaard 2015).

Alameda County Guaranteed Ride Home Pro-
gram Evaluation (Nelson\Nygaard 2015, http://grh.
alamedactc.org/wp-content/uploads/2016/06/
ALAMEDA-CTC-GRH-Evaluation-2015-FINAL.pdf).

Parking Management
Incentivize
shared parking
Facilitate the sharing of parking
among multiple land uses
that have complementary
scKedules
e.g. an office ZitK
greater demand during the
day and restaurant with greater
demand at night).

Enabled by
cities, brokered
by private
businesses or
develop ments
Modify
planning code
Urban or
suburban
downtowns,
commercial and
mixed use areas
Enables
compact
development
Shared parking facilities can reduce vehicle trips by reducing the need for construction of dedicated off-street parking facilities for each land use/activity commensurate with the peak parking demand for that use. By so doing, shared parking facilities can enable dense, clustered development that facilitates a greater share of trips by walking, cycling and public transit. Shared parking can also reduce tKe total amount of land and financial resources dedicated to parking facilities, in turn reducing the effective subsidy for access by automobile that such expenditures represent. However, if shared parking increases available parking supply and thereby reduces parking prices it may in some cases increase vehicle trips and vehicle miles traveled.

Shared parking does not directly reduce vehicle
travel if it substitutes for increased parking supply. To the degree that it increases the available supply of
parking and reduces parking prices it can encour-
age automobile travel. To the degree that shared
parking allows more clustered development it can
encourage use of alternative modes.

Appendix F2—Menu of Travel Demand Management Measures, Alameda County TDM Program: Public or Private Organization Measures F - 4 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 TDM ProgramDescriptionPrimary Agency
Responsible
City
Implementation
Mechanism
Recommended
Application/
Context
% Trip ReductionFactorsSource
Multimodal Infrastructure
Bicycle
sharing services
Bicycles are available to
members for short-term rental
and can be returned at any
bike share station. Bike share
may be offered in city
neighborhoods, near transit
hubs, or at major
employment centers.

Victoria Transport Policy Institute (2017), Public Bike Systems: Automated Bike Rentals for Short Utilitarian
Trips, www.vtpi.org/tdm/tdm126.htm.

Enhanced
transit service
Improve transit service to better
serve potential riders and shift
travel from driving trips.

Transit
agencies,
funded by
cities,
counties, TMAs,
BIDs, regional
agencies
AnyImpacts depend
on the level
and quality of
improvements
The elasticity of transit use with respect to transit service frequency is about

0.4, which means that a 1.0% increase in service (measured by transit vehicle mileage or operating hours) increases average ridership by 0.4%.

Not all persons will be shifting from auto to transit, so the relationship is not one to one.

Highway dis-
tricts, often led
by counties
or regional
agencies
Freeways,
any context
2% to 30%Comsis
1
and TurnEull /evinson and Pratt
200
find tKat +29 facilities
can reduce vehicle trips on a particular roadway by 4-30%. Ewing (1993) estimates that HOV facilities can reduce peak-period vehicle trips on individual facilities by 2-10%, and up to 30% on very congested highways if HOV lanes are separated from general-purpose lanes by a barrier. Turnbull, Levinson and Pratt (2006) suggest that HOV highway lanes are most effective at reducing automobile use on congested highways to large employment centers in large urban areas with 25 or more buses per hour during peak periods, where transit provides time savings of at least 5 to 10 minutes per trip.

Financial Incentives
Transit “fare
free” zones
Transit agency provides free
rides in designated zone.

Transit agen-
cies, can be
initiated/funded
by cities,
transportation
management
associations
(TMAs),
business
districts
Can be
implemented
directly by
transit agency,
or another
organization
can form a
funding
partnership
with the transit
agency
Urban or
suburban
downtowns
Not
available
Impact of transit fare-free ]ones is KigKly conte[t specific. Some cities Kave seen very large increases in transit ridership within free-fare zones.

Appendix F2—Menu of Travel Demand Management Measures, Alameda County TDM Program: Public or Private Organization Measures ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 | F - 5 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Mode Share – Work Trips• Percent of low-income households (<$25,000 per year) within 20-minute drive or 30-minute transit ride of activity center • Percent of low-income households (<$25,000 per year) within

0.5 miles of elementary school
• Evaluate scenarios
• Track trends
American Community SurveyMultimodalPerformance Report
Mode Share – School Trips• Daily hours spent walking or biking• Evaluate scenarios • Track trends
• Household Travel Survey
• Safe Routes to
School surveys
MultimodalPerformance Report; Safe Routes
to School Annual Report
Travel Time – Work Trips• Average travel time to commute to work in minutes Percent of ZorNers ZitK commute e[ceeding specified tKresKold (e.g., 1 hour)
• Track trendsAmerican Community SurveyAffordaEle
(fficientPerformance Report
Land Use Approvals
in PDAs
• New housing units within PDAs
1eZ retail office and government sTuare footage ZitKin PDAs • Track trendsLand use database
populated by
local jurisdictions
Integrated Healthy
Environment (Land Use)
Performance Report (if data
is available); Priority Development
Area Investment and Growth
Strategy (PDA IGS)
Land Use Approvals Within
Half Mile of Transit
• New housing units within half-mile of high-frequency transit 1eZ retail office and government sTuare footage ZitKin Kalf-mile of high-frequency transit
• Track trendsLand use database
populated by
local jurisdictions
Integrated Healthy
Environment (Land Use)
Performance Report (if data
is available); PDA IGS
Appendix F3.1—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Multimodal Accessibility and Transportation/Land Use Integration F - 6 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 Appendix F3.2— Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Roadway ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 | F - 7 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Travel Times• Average travel time per trip in minutes for representative origin-destination pairs
• Evaluate scenarios
• Track trends
Diagnose deficiencies
• Prioritize investments
• Perform before/after analysis
• Travel modelMost closely aligns to user
experience and
desired outcome
ConnectedLOS Monitoring Report, if data
is collected
Vehicle Throughput Average daily traffic
PeaN-Kour veKicle floZs
• Evaluate scenarios
• Track trends
• Perform before/after analysis
• Caltrans Performance
Monitoring System (PeMS)
• Bay Area Toll Authority
• Project-level data collection
ConnectedBefore/after study—Express Lanes
Person throughput Product of average daily traffic or peaN-Kour veKicle floZs and average vehicle occupancy
• Evaluate scenarios
• Track trends
• PeMS
• Bay Area Toll Authority and
vehicle occupancy counts or
assumptions (could come from
household travel surveys)
(fficient
Cost-effectiveBefore/after study—Express Lanes
Travel Speeds/
Level of Service
• Speeds of segments
• Number of segments with speeds below threshold
• LOS of segments
• Congested speed based on average p.m. peak period
• Evaluate scenarios
Diagnose deficiencies
• Track trends
• Perform before/after analysis
Commercial speed dataMeasures congestion
intensity at particular locations
(mobility) but does not directly
measure ability to get to
destinations (accessibility)
(fficient
ConnectedLOS Monitoring Report; Before/after
study—Express Lanes; Multimodal
Arterial Plan
HOV or HOT Lane Travel
Time Competitiveness
• Ratio of speed in HOV/HOT lane to general purpose lane• Track trends Diagnose deficiencies
• Floating car surveys
• Bay Area Toll Authority
• Commercial speed data
in future
• Alameda CTC express
lane sensors
(fficientBefore/after study—Express Lanes;
Express Lanes Monthly
Operations Report
Person Hours of Delay• Excess travel time due to facility operating below specified tKresKold
• Evaluate scenarios
• Track trends
Commercial speed data and
vehicle occupancy counts
or assumptions
• Threshold for delay should be
grounded in operational and
economic considerations
• Consideration should be
given as to whether to
normalize by motorists or
traveling public
(fficientPerformance Report
Appendix F3.2—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Roadway (continued) F - 8 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Bottlenecks and Queues• Percent of lane-miles operating below given speed• Track trends Diagnose deficiencies
• Perform before/after analysis
• Commercial speed data
• Alameda CTC express
lane sensors
(fficientBefore/after study—Express Lanes
Pavement Condition Index
(PCI)
• Average PCI
• Percent of lane-miles that are poor, failed, and at-risk • Unmet maintenance needs over 28 years assuming current paving conditions
• Unmet maintenance needs over 28 years to get local roads to certain PCI
• Evaluate blueprint scenarios
• Track trends
Well-maintainedPerformance Report;
Multimodal Arterial Plan
Collisions and Rate• Collisions
• Collisions per million annual VMT
• Track trends
Diagnose deficiencies
• Prioritize investments
• Perform before/after analysis
Caltrans/California Highway
Patrol Statewide Integrated
Traffic Record System
S:ITRS

database and PeMS
SafePerformance Report;
Multimodal Arterial Plan
Travel Reliability Index• P.M. peak hour volume-to-capacity ratio Diagnose deficiencies • Perform before/after analysis
Traffic count data from local
jurisdictions and other agencies
• Roadway capacity
information from
local jurisdictions
• Measures congestion intensity
at particular locations (mobility)
but does not directly measure
ability to reach destinations
• Measures reliability of travel
through segments
ReliableMultimodal Arterial Plan
ITS Infrastructure• Level of ITS infrastructure• Evaluate infrastructure ITS level
Data from local jurisdictions• Measured using categorical classification of four-point inde[
for level of ITS technology in
a corridor
Connected
(fficientMultimodal Arterial Plan
Appendix F3.3—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Transit ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 | F - 9 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Corridor Level
Transit Speed
• Average travel time per trip in minutes for representative origin-destination pairs
• Route-level average travel speed
• Evaluate scenarios
• Track trends
Diagnose deficiencies
• Prioritize investments
• Perform before/after analysis
Transit agencies• Most closely aligns to
user experience
• Should be assessed for
representative travel markets
Connected
(mobility, economic)
LOS Monitoring Report starting
in 2018
Systemwide Travel Speed• Average speed including delays from boarding/ alighting, signals and traffic congestion
• Average p.m. peak-hour transit travel speed
• Evaluate scenarios
• Track trends
Diagnose deficiencies
• Prioritize investments
• Perform before/after analysis
Transit agenciesConnected
(mobility, economic)
Performance Report;
Countywide Transit Plan
Transit system Reliability• Ratio of average p.m. peak-hour transit travel speed to non- peak-hour transit speed
• Reduction in transit travel time (peak/off-peak)
• Evaluate scenarios
• Track trends
• Prioritize investments
• Perform before/after analysis
Transit agenciesConnected
(mobility, economic)
Countywide Transit Plan;
Multimodal Arterial Plan
Ridership• Annual boardings
• Average weekday or weekend boardings
• Per capita transit use
• Per capita daily transit ridership
• Passenger miles traveled
• Percentage of intra-county passenger trips on transit • Evaluate scenarios
• Track trends
• Prioritize investments
• Perform before/after analysis
• National Transit Database
• APC data
• Alameda CTC model
MultimodalPerformance Report;
Countywide Transit Plan
Service Utilization• Boardings per revenue vehicle hour (RVH) or revenue vehicle mile (RVM)
• Evaluate scenarios
• Track trends
Diagnose deficiencies
• Prioritize investments
• National Transit Database
• APC data
Can be measured at system- or
line-level
Multimodal
(fficientPerformance Report
Load Factor• Passenger miles traveled per RVM
• Passenger miles per seat-miles
• Track trends• National Transit DatabaseA basic measure of vehicle occupancy
(fficient
ReliaElePerformance Report;
Countywide Transit Plan
Appendix F3.3—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Transit (continued) F - 10 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) On-Time Performance Percent of time arriving at stops ZitKin specified ZindoZ of scheduled time
• Track trends
Diagnose deficiencies
• Prioritize investments
• Perform before/after analysis
Transit agenciesCan be assessed at system- or
line-level
ReliablePerformance Report
Cost Effectiveness• Operating cost per RVH or RVM
• Operating cost per rider
• Farebox recovery ratio
• Evaluate scenarios
• Track trends
National Transit DatabaseCost-effectivePerformance Report Service Interruptions• Mean time between service delays (rail) • Average miles between revenue vehicle failures (bus)
• Track trendsNational Transit DatabaseWell-
maintained;Reliable
Performance Report
Transit Fleet Age Average age of fleet
• Percent of useful life expended of vehicles
• Cost of mid-life overhaul and/or replacement before plan horizon year
• Track trends
• Prioritize investments
• National Transit DatabaseWell-maintainedPerformance Report; Countywide Transit Plan
Public Transit Accessibility• Percent households by income level within 0.25-mile of a bus route or 0.5-mile of a rail transit stop
• Number of households/jobs within 0.5 miles of transit station • Number of Communities of Concern affected by
proposed projects
• Evaluate scenarios
• Perform before/after analysis
GIS analysisMultimodal; Accessible;
Equitable; Connected
Countywide Transportation Plan;
Countywide Transit Plan
Appendix F3.4—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Bicycling ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 | F - 11 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Counts at
Multiple Locations
• Total bicyclists counted in Alameda CTC count program (63 locations, designated time periods)
• Track trendsAlameda CTC Countywide
Bicycle/Pedestrian
Count Program
Annual count program collects
one-day counts, so disaggre-
gation below planning area
level is not advisable
MultimodalPerformance Report
Collisions Involving
Bicyclists
• Total collisions involving bicyclists
• Injury and fatal collisions involving bicyclists
• Track trends
Diagnose deficiencies
SWITRSData typically 2 years out
of date
SafePerformance Report
Bicyclist Collision Severity• Percent of fatal or severe injury collisions involving bicyclists• Track trends Diagnose deficiencies
SWITRSData typically 2 years out
of date
SafeCountywide Transit Plan;
Multimodal Arterial Plan
Local Master
Plan Adoption
• Number of jurisdictions with local master plan adopted within last 5 years
• Track trendsLocal jurisdictionsIntegrated; ConnectedCountywide Transit Plan; Multimodal Arterial Plan
Miles of Network Built• Miles of countywide facilities implemented • Percent of network mileage implemented
•Miles of “innovative”facilities constructed (e.g., using design features recently adopted to Highway Design Manual)
• Track trends• Alameda CTC GIS database
• Local jurisdictions
ConnectedPerformance Report
Community Members
Participating in Programs
• Community members participating in bicycle safety education • Community members counted at Bike to Work Day
energizer stations
• Number of schools with Safe Routes to Schools programs by type
• Track trends• Countywide program
progress reports
• Safe Routes to Schools
Annual Report
Connected; AccessiblePerformance Report
Cyclist Comfort and Safety /evel of traffic stress analysis Diagnose deficiencies • Prioritize investment
Field observationMetKodology tKat classifies
facilities into one of four levels
of Traffic Stress
/TS
indicating
tKe comfort of cyclists·
experience using the facility
Multimodal; Accessible;
Safe
Multimodal Arterial Plan
Appendix F3.5—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Pedestrian/Walking F - 12 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Counts at
Multiple Locations
• Total pedestrians counted in Alameda CTC count program (63 locations, designated time periods)
• Track trendsAlameda CTC Countywide
Bicycle/Pedestrian
Count Program
Annual count program
collects one-day counts,
so disaggregation below
planning area level is
not advisable
MultimodalPerformance Report
Collisions Involving
Pedestrians
• Total collisions involving pedestrians
• Injury and fatal collisions involving pedestrians
• Track trends
Diagnose deficiencies
Caltrans/California Highway
Patrol SWITRS database
Data typically 2 years out
of date
SafePerformance Report
Pedestrian Collision
Severity
• Percent of fatal or severe injury collisions involving pedestrians• Track trends Diagnose deficiencies
Caltrans/California Highway
Patrol SWITRS database
Data typically 2 years out
of date
SafePerformance Report
Local Master
Plan Adoption
• Number of jurisdictions with local master plan adopted within last 5 years
• Track trendsLocal jurisdictionsIntegrated; ConnectedPerformance Report Number of Pedestrian
Projects Complete
• Number of projects completed by type• Track trendsLocal jurisdictionsConnectedPerformance Report Pedestrian Comfort
and Safety
• Pedestrian comfort index Diagnose deficienciesField observationIndex accounting for fac- tors including sidewalk width,
presence of buffer between
sidewalk and roadway, land
use conte[t roadZay classifi-
cation average daily traffic
number of lanes, and
speed limit
Multimodal; SafeMultimodal Arterial Plan
Appendix F3.6—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Goods Movement ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 | F - 13 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) GHG Emissions• Tons of greenhouse gas (GHG) emissions from freight operations
• Prioritize investments
• Evaluate scenarios
Travel model and Air Resource
Board Emission Factor
(EMFAC) model
Healthy Environment
(air quality)
Goods Movement Plan;
Rail Strategy Study
Air Quality• Tons of PM2.5 emissions from freight operations • Tons of NOx emissions from freight operations
• Prioritize investments
• Evaluate scenarios
Travel model and
EMFAC model
Healthy Environment
(air quality)
Goods Movement Plan;
Rail Strategy Study
Equity• Freight impacts such as light, noise pollution, safety, air pollution and encroacKment on specific adjacent
communities most affected
Diagnose deficiencies
• Prioritize investments
• GIS analysis
(to identify communities)
• Qualitative assessment
and project-level studies
(to determine impacts)
EquitableGoods Movement Plan;
Rail Strategy Study
Travel-time Delay ([cess time due to travel EeloZ specified tKresKold trucNs

• Excess time due to congestion (rail, terminals)
Diagnose deficiencies
• Prioritize investments
• Perform before/after analysis
• Evaluate scenarios
• Commercial speed data
• Caltrans PeMS
• Travel model
• Project-level studies
(e.g., Project Study Reports,
Environmental Impact
Reports (EIRs))
(fficient
moEility
Goods Movement Plan
Buffer Time Index Ratio of
tK percentile travel time to free-floZ travel time
for freight (truck) routes (freeway and some
conventional highways)
• Prioritize investments• Commercial speed data
• Caltrans PeMS
Reliable (mobility)Goods Movement Plan
Truck-involved Crashes• Crashes involving trucks Diagnose deficiencies • Track trends
Caltrans/California Highway
Patrol SWITRS database
SafeGoods Movement Plan
Rail Collisions• Crashes at at-grade rail crossing Diagnose deficiencies)ederal Rail AutKority 2ffice of Safety Analysis
SafeGoods Movement Plan;
Rail Strategy Study
Freight Infrastructure
Conditions
• PCI on truck routes
• Bridge condition rating
Diagnose deficiencies
• Evaluate scenarios
MTC StreetSaverWell-maintainedGoods Movement Plan
F - 14 | ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Resiliency• Addresses freight system vulnerability to major service disrup- tions due to major natural or other events
Diagnose deficienciesQualitative assessment and
project-level studies
Well-maintainedGoods Movement Plan
Use of Innovative
Technology
• Use of ITS and other innovative technologies such as
zero emissions
• Prioritize investmentsQualitative assessment(fficient Cost-effectiveGoods Movement Plan
Multimodal Connectivity
and Redundancy
)reigKt route access fromto locations ZitK significant freight activities
Diagnose deficiencies
• Prioritize investments
• GIS analysis and
qualitative assessment
Connected (land use)Goods Movement Plan;
Rail Strategy Study
Compatibility with
Land-use Decisions
/ocations and corridors ZitK significant freigKt activities in proximity to non-compatible land uses currently and in the future Diagnose deficiencies
• Prioritize investments
• GIS analysis and
qualitative assessment
Integrated (land use)Goods Movement Plan
Jobs and
Economic Impact
• Jobs generated by project
• Economic output generated by project
• Jobs in goods movement- dependent industries
• Prioritize investments
• Track trends
• Perform before/after analysis
• Evaluate scenarios
IMPLAN modelCost-effective
(economic)
Goods Movement Plan
Truck Route
Accommodation Index
• Truck Route Accommodation Index Diagnose deficiencies • Prioritize investments
• Field observation
• Data from jurisdictions
Index based on a three-point
scoring system to measure
curb-lane width and on-street
parking in urban environments
ConnectedMultimodal Arterial Plan
Appendix F3.6—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Goods Movement (continued) Appendix F3.7—Comprehensive Inventory of Performance Measures for Existing and Potential Applications: Environment, Equity, and Health ALAMEDA CTC • CONGESTION MANAGEMENT PROGRAM 2019 | F - 15 Measure/ConceptMetricApplicationsData SourcesConsiderationsCTP Goals (CMP Goals)Report/Document (as applicable) Activity Center
Accessibility
• Percent of low-income households (<$25,000 per year) within 20-minute drive or 30-minute transit ride of activity center • Percent of low-income households (<$25,000 per year) within

0.5 miles of elementary school
• Evaluate scenariosAmerican Community Survey
and GIS analysis
Best for less-frequent reporting
as measure not highly dynamic
Equitable; Integrated;
Connected (land use)
Countywide Transportation Plan
Physical Activity• Daily hours spent walking or biking• Evaluate scenarios • Track trends
• Travel model and
off-model tools
• California Health
Interview Survey
Multimodal; Healthy
environment
Countywide Transportation Plan
GHG Emissions• Tons of daily GHG emissions (CO2 equivalent) from passenger and freight transportation
• Evaluate scenariosTravel model and Air Resource
Board EMFAC model
Data limitations preclude
annual monitoring
Healthy environment
(air quality)
Countywide Transportation Plan
PM 2.6 Emissions• Tons of daily particulate matter emissions from passenger and freight transportation
• Evaluate scenariosTravel model and Air Resource
Board EMFAC model
Data limitations preclude
annual monitoring
Healthy environment
(air quality)
Countywide Transportation Plan

Alameda City CouncilNovember 19, 2024

Alameda City Council
November 19, 2024