Agenda — Pacifica City Council, July 10, 2023 (part 3 of 3)

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Packet Pg. 551 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) ATTACHMENT “A”

SCOPE OF SERVICES

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Packet Pg. 552 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) 345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773-1790 www.fehrandpeers.com
June 21, 2023
Roland Yip, P.E. and Bryan Bautista
Public Works Department, City of Pacifica
151 Milagra Drive
Pacifica, CA 94044
Subject: Proposal for Additional Design Services for the Esplanade Avenue and Palmetto Avenue Bicycle and Pedestrian Improvement Project in Pacifica, California
Dear Roland and Bryan,
We have prepared this proposal to amend our original task order, approved October 11, 2022 (herein referred to as “Original Task Order”) to provide additional planning, engineering, design, and coordination in response to recent changes to project scope and approval process.

Background
Our original scope of work included a preliminary planning assessment, three design submittals (75%, 95%, and final) and a round of review with City staff at each design submittal stage. Over the course of the work, it was discussed that the level of design required was more than anticipated. To account for that, Fehr & Peers brought on NCE to provide pavement design services as part of this effort. As we developed the 75% design, discussions with city staff made it clear that the level of effort required to address certain locations and project needs was underestimated at the onset of the design process. Furthermore, after our 75% design was completed, it was established that the City would not be the only reviewer of the design. The SMCTA, and their consultant, Stantec, were brought in to provide an extra layer of review as part of the terms of the SMCTA grant awarded to fund a portion of construction. To continue development of the design as these changes occurred, Fehr & Peers planned for and attended calls with City staff, SMCTA, and their consultant, and started working on the expanded project scope of work items. To account for this additional level of effort, Fehr & Peers made use of the budget reserved for subsequent design work (specifically the 95% and final design deliverables.

To account for that out-of-scope work, and additional out-of-scope work requested by SMCTA and the City, we have prepared this proposed amended scope of work and fee estimate.

This proposed amendment includes work already conducted, work yet to be conducted, new planning and engineering efforts necessary to refine the project scope of work and deliver a set of bid documents for the project, and design support during the bidding and construction phase of the project. The project scope of work items that have been expanded as part of this amendment

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Packet Pg. 553 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) Roland Yip & Bryan Bautista, City of Pacifica
June 21, 2023

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345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773- 1790 www.fehrandpeers.com
include additional planning and design for bicycle boulevard treatments, transit stop enhancements, and a new rectangular rapid flashing beacon (RRFB) design, as well as a more indepth review process with City, SMCTA, and their peer review consultant. The peer review process will entail additional coordination and refinements than originally scoped to prepare the final PS&E package. This amendment also includes additional design effort for our sub-consultant NCE to revise the paving and curb ramp design elements of the project in response to City comments and SMCTA’s initial peer review comments.

Our proposed scope of work, fee, and schedule is described below.

Scope of Work
The tasks described below consist of our work to refine the design to satisfy the funding requirements of the SMCTA grant awarded to the City for this project, additional coordination with City, SMCTA, and their consultant, and additional effort to prepare final plans, specifications, and an engineer’s estimate. Also added to this scope of work is an estimated level of effort to support the City during the bidding and construction phase of this effort.

Task 1: Project Management, Meetings, & Coordination
Our original contract included approximately 34 hours for a kick-off meeting, project management tasks such as preparation of invoices, and additional meetings and coordination. This budget has been fully spent as part of our design development process to date, including additional meetings with City staff and SMCTA. We propose to increase this task budget for approximately another 28 hours for additional meetings and coordination with the design team, City staff, SMCTA and their consultant, Stantec, as well as project administrative tasks necessary to complete the increased scope of work.

Task 1 Deliverables:
• Monthly progress reports and invoices
• Agendas and minutes from project meetings as necessary Task 2: Data Review & Project Refinement
Fehr & Peers has completed Task 2 activities scoped in the Original Task Order, consisting of gathering and reviewing traffic data, conducting a site visit with City staff, and documenting our initial findings. This proposed additional scope includes additional planning, data review, and evaluation of new and refined project scope refinements as described below:

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Packet Pg. 554 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) Roland Yip & Bryan Bautista, City of Pacifica
June 21, 2023

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345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773- 1790 www.fehrandpeers.com
Bike Boulevard Treatments: Based on feedback from SMCTA and Stantec, the project design will be revised to include bicycle boulevard treatments such as markings and signage, and potentially low-cost traffic calming measures if feasible and warranted. To determine the types and locations of bicycle boulevard treatments, Fehr & Peers will assess the project extents and identify where bicycle boulevard treatments may be most effective at establishing a safe and comfortable bike facility. This could be in locations where vehicles have been observed to travel at higher speeds, traffic volumes are higher, or other conditions which make it less comfortable for bicyclists to share the roadway with motorized traffic. We will identify the size and spacing of applicable pavement markings, signs, and traffic calming treatments (if appropriate) for the City to review prior to incorporating into the design documents. The selection and proposed configuration of proposed improvements will be informed by industry suggested practices and recommendations in the recently completed Local Road Safety Plan (LRSP), which may include pavement markings and branding and wayfinding treatments.

Rectangular Rapid Flashing Beacon: The project design will be revised to include the installation of a rectangular rapid flashing beacon (RRFB) system at the Southbound On-Ramp on Palmetto Avenue south of West Avalon Drive intersection. Fehr & Peers will review speed and volume data (readily available or provided by the City) to verify the RRFB meets FHWA guidance for traffic control devices, and will also propose additional supplement pedestrian safety countermeasures at the intersection and its approaches using FHWA’s Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations, Commonly referred to as the FHWA STEP Guide.

Bicycle Treatments at Transit Stops: There are several bus stops within the project area that provide SamTrans regional service. These stops are often located adjacent to on-street parking, where bicycle lanes are proposed. As part of this task, Fehr & Peers will coordinate with the City and SamTrans to develop a design for bicycles in conflict areas with buses weaving into and out of the bicycle lanes to service transit riders.

We will document the results of the above assessments in a revision to the project memo prepared as part of our base scope of work for City review. We anticipate the City will pass this revised memo onto SMCTA to share with their consultant so that we can have City, SMCTA, and Stantec review comments on our proposed project refinements prior to incorporating these improvements into the 95% and final project design plans and specifications.

Task 2 Deliverables:
• Updated Design Assumptions Memorandum to include project refinements.

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Packet Pg. 555 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) Roland Yip & Bryan Bautista, City of Pacifica
June 21, 2023

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345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773- 1790 www.fehrandpeers.com
Task 3: Construction Documents
Fehr & Peers has completed the 75% plans and cost estimate identified in Task 3 of the Original Task Order. The additional tasks stated in Task 2 above will require refinements to the project design plans and specifications. We anticipate revising the 75% plans to incorporate City and Stantec comments received on our 75% plans, and the City, SMCTA, and Stantec review of our proposed project refinements in our Task 2 deliverable (summary memo).

As stated in the Background section of this proposal, while our base scope of work included preparation of 95% and final construction documents, that budget was expended during the 75% design stage to cover additional meetings with City staff, coordination and meetings with SMCTA and Stantec, and additional design work based on new direction about our proposed striping design.

This task includes the additional level of effort to revise the 75% plans to incorporate all previously received comments and to incorporate the expanded design of the overall project. This consists of a new RRFB system design, additional striping design revisions, curb ramp design revisions, and a heightened level of detail than assumed part of our case scope of work.

We will have two additional design submittals – 95% plans, specifications, and estimate, and final submittal with refinements based on consolidated comments from City, SMCTA, and Stantec.

Included in this task is effort from NCE to update their paving and curb ramp design plans in response to City and Stantec comments already submitted to our team.

Task 3 Deliverables:
• 95% and final PS&E submittal with revised augmented project scope of improvements Task 4: Design Support During Bid & Construction
Fehr & Peers has included this task to support the city during the bid and construction phase of the project.

Our team identified the following tasks and associated level of effort for these tasks as follows:
• Assist city in assembly of bid documents (approximately 4 hours) • Clarify any city or contractor questions that may arise during the bid phase (approximately 6 hours)
• Material submittal review (approximately 6 hours)
• Responding to requests for information (RFI), (approximately 12 hours) • Site visits to review cat-tracking or resolve issues in the field (approximately 20 hours)

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Packet Pg. 556 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) Roland Yip & Bryan Bautista, City of Pacifica
June 21, 2023

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345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773- 1790 www.fehrandpeers.com
• Preparation of as-built project drawings (approximately 8 hours) It is assumed that the city will perform any design support during construction related to curb ramps and paving, including marking surfaces for pavement improvements, marking and field design changes to curb ramps, or other efforts related to design prepared by NCE. At the request of City staff, we can amend this proposal to include additional hours for NCE to support the installation of the project.

Fee & Schedule
Fehr & Peers will perform the above scope of work on a time and materials basis not to exceed $46,000 as shown in the attached fee table.

We anticipate starting this work upon authorization and will be able to include these design efforts as part of a revised project schedule, to be determined with coordination from the City and SMCTA staff.

Invoices will be submitted monthly for services rendered and are due and payable upon receipt.

We propose to conduct this work pursuant to the terms and conditions of our on-call contract between Fehr & Peers and the City of Pacifica. We look forward to continuing work on this project. Should you have any questions, please call Geoff Rubendall at (415) 426-2522.

Sincerely,

FEHR & PEERS
Geoff Rubendall, PE, TE RSP1
Principal
ACCEPTED BY:

Signature: ________________________________________
Name: ___________________________________________
Title: _____________________________________________
Company: ________________________________________
Date: _____________________________________________
SF22-1258
Attachments:

A. Fee Proposal
B. Current Hourly Billing Rates
C. NCE Amendment No. 1

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Packet Pg. 557 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) Richmond, CA
501 Canal Blvd., Suite I
Richmond, CA 94804
(510) 215-3620
Mr. Roland Yip, P.E., and Bryan Bautista May 24, 2023
Public Works Department Project No: 808.22.55
City of Pacifica
RE: Budget Amendment No. 1
Street Resurfacing on Palmetto and Esplanade Ave – Address Consolidated Comment Review Dear Mr. Yip,
This letter provides documentation of NCE’s discussions with the City of Pacifica (City) and Fehr & Peers (F&P) regarding a requested budget amendment for the Street Resurfacing on Palmetto and Esplanade Ave Project. The budget amendment reflects the additional effort to address one (1) set of consolidated comments from the City and F&P to prepare the bid documents.

Amended Scope of Work:

The additional scope of work consists of addressing peer review and completing the bid PS&E documents. This budget amendment does not include performing additional field data collection (sidewalk, curb, and flowline measurements to design or modify curb ramp locations) or redesign of proposed improvements. 1) Field Data Collection and Design ($4,585):

NCE will review one (1) set of consolidated comments provided by the City and F&P on the PS&E documents and incorporate the edits to prepare the bid documents. We anticipate the level of comments will include the following effort from NCE staff: 24 staff engineer hours, 6 senior engineer hours, and 1 hour for internal QA/QC for our chief engineer. This estimate does not include performing additional field data collection, adding scope of work to the existing plan, remarking base/spot repairs, or redesigning the curb ramps.

Fee Estimate and Schedule:

To complete additional scope of work for design we are requesting our budget be amended by $4,585 on a time and materials basis. We trust that this provides the information required at this time. If you have any questions or would like to discuss this request, please contact the undersigned at (209) 373‐3176.

Sincerely,
NCE
Mei‐Hui Lee, PhD, PE Victor Lemus, PE
Associate Engineer Senior Engineer I

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Packet Pg. 558 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) ATTACHMENT “B”

COMPENSATION

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Packet Pg. 559 Attachment: Attachment 1 Fehr & Peers TO 2 (5399 : Esplanade and Palmetto Bicycle & Pedestrian Improvement – Task Order 2 – Fehr & Pe) Attachment A - Fee Proposal for Esplanade Ave & Palmetto Ave Improvements Fehr & Peers NCE
Engineering
Lead
Engineer/ CAD
Technician
Project
Coordinator
Labor
Hours
Engineering
Chief
Senior
Engineer
Staff
Engineer
Labor
Hours
Sub Cost
Direct
Costs
Total
Tasks $295 $165 $150 $265 $160 $140
Task 1: Project Management, Meetings, & Coordination
Project Management, Meetings, Coordination 16 10 2 28 0 0 0 0 $0 $0 $6,670 Task 2: Data Review & Project Refinement
Project Refinement (Class IIIB Treatments,
Transit Stop Treatments, and RRFB) &
Updating Design Assumptions Memorandum
2 8 2 12 0 0 0 0 $0 $0 $2,210
Task 3: Construction Documents
95% Submittal 8 84 8 100 1 4 16 21 $3,145 $425 $20,990
Final Submittal 2 10 2 14 0 2 8 10 $1,440 $150 $4,130
Task 4: Design Support During Bid & Construction
Design Support During Bid & Construction 12 44 7 63 0 0 0 0 $0 $150 $12,000 Total for all Tasks 40 156 21 217 1 6 24 31 $4,585 $725 $46,000 Notes:

This fee proposal is valid for a period of 90 days from the proposal submittal date.

Actual billing rate at the time of service may vary depending on the final staffing plan at the time the project starts; the overall fee will not be exceeded.

Mileage is billed at the IRS rate plus 10% handling fee Rates and non-key staff are subject to change at any time, without notice, and within the total budget shown 1 10.a
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CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Purchase Agreement between the City of Pacifica and Thomas & Associates for the purchase of Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit for the Linda Mar Stormwater Pump Station Rehabilitation Project.

RECOMMENDED ACTION:

Adopt Resolution Approving the Purchase Agreement between the City of Pacifica and Thomas & Associates, via sole source, in the amount of $145,214.84 for the purchase of Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit for the Linda Mar Stormwater Pump Station Rehabilitation Project and authorize the City Manager to execute all documents related to the purchase.

STAFF CONTACT:

Eddie Pastrano, Collection Systems Manager
(650) 822-4547
[email protected]
Maria Aguilar, P.E., Deputy Director of Public Works (Wastewater) (650) 738-4660
[email protected]
Lisa Petersen, P.E., Director of Public Works
(650) 738-3770
[email protected]
BACKGROUND/DISCUSSION:

During the FY 2023-24 Capital Improvements Program (CIP) budget approval process, the Council approved funding for Linda Mar Stormwater Pump Station Rehabilitation Project (Project).

The Linda Mar Stormwater Pump Station (LMSWPS) is a separate system from the sewer system. It receives storm water from the Linda Mar neighborhoods through catch basins and a series of pipes then discharges to the ocean. During this year’s storm events, the hydro pump system at LMSWPS failed and needed to be repaired necessitating the city to rent two 8-inch portable pumps and hoses to help the three operating electric pumps convey the stormwater while the hydro pump system was being repaired. The rental for each 8-inch portable pump system was around $7,800 every four weeks. Although the hydro pump system is now fully repaired and operating when needed, it was realized that having an 8-inch portable pump readily available will help the city during future catastrophic rain events. Wastewater Division staff evaluated similar pumps and concluded that the Gorman-Rupp Model PA8E60-4045H FT4 pump system is the best because of staff’s keen knowledge with the system and the pump’s known superior performance. Additionally, this pump was able to be delivered prior to the next winter storm season. This portable pump system will be dedicated for the LMSWPS’s use but will also be available to be used at the other pump stations during emergencies. 11 Packet Pg. 584
Pacifica City Council 2
July 10, 2023
The proposed purchase will include for Thomas & Associates to furnish and deliver all the necessary equipment and parts to provide Linda Mar Storm Pump Station a functioning and highly improved portable pump system which will include suction, discharge, and all piping necessary.

The following are reasons purchase of Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit from Thomas & Associates have been determined to be sole source commodities and benefits the city:
• The Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit has been identified by wastewater staff to be the best alternative for the city because of its superior performance; and staff has been trained on this equipment, has a thorough understanding of the product's functionalities, and has experience troubleshooting/maintaining this pump.
• The Gorman-Rupp Company is a world leader in the production of pumps and engineered equipment for diversified markets and is the sole manufacturer of the Gorman-Rupp Model PA8E60-4045H FT4.
• Thomas & Associates (T&A) is the exclusive Gorman-Rupp Schloss representative for California.
• T&A guarantees delivery of the equipment within 8 weeks after the approval of the purchase agreement ensuring the pump system will be in-place before the storm season. Other pump suppliers were unable to provide expedited delivery. • It is more economical for the city to purchase its own portable pump unit than to rent. • Having Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit readily available any time will help the city during future catastrophic rain events.

For these reasons, the City Manager is recommending the approval of the Purchase Agreement between the City of Pacifica and Thomas & Associates, via sole source, in the amount of $145,214.84 for the purchase of Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit for the Linda Mar Stormwater Pump Station Rehabilitation Project and authorize the City Manager to execute all documents related to the purchase.

ALTERNATIVE ACTION:

The Council may choose not to approve the Purchase Agreement with Thomas & Associates, via sole source. However, doing so would delay project delivery, will likely increase project cost, and will subject the city to possible flooding in the Linda Mar neighborhoods. The City Manager does not recommend this alternate action.

RELATION TO CITY GOALS AND WORK PLAN:

Approval of the Purchase Agreement is consistent with the following Council adopted Goals:
• Improve and steward City infrastructure, streets and facilities: The Purchase will improve conveyance of stormwater at the Linda Mar Stormwater Pump Station and help reduce flooding at the lower Linda Mar neighborhoods.
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Pacifica City Council 3
July 10, 2023
FISCAL IMPACT:

The cost of purchasing the Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit is $145,214.84. The Source and Use of Funds spreadsheet is shown below:

Total Use of Funds
Purchase Agreement $ 145,214.84
Total Cost $ 145,214.84
Total Project Source
Enterprise Fund (Fund 34) $ 350,000.00
Account No 34.900000.52800.C047.000
Estimated Project End Balance $ 204,785.16
No additional budget authority is necessary as sufficient funds have been allocated in the Wastewater Enterprise Fund FY 2023-24 budget for this purchase. The total cost of $145,214.84 is within the project budget of $350,000.00 allocated for the Linda Mar Stormwater Pump Station Rehabilitation Project.

ORIGINATED BY:

Public Works - Wastewater Division
ATTACHMENT LIST:

Purchase Agreement_ThomasAsso_8-Inch Groman-Rupp Pump.TA (PDF) 11 Packet Pg. 586
Pacifica City Council 4
July 10, 2023
RESOLUTION NO. _______

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PACIFICA

APPROVING THE PURCHASE AGREEMENT BETWEEN THE CITY OF PACIFICA AND THOMAS & ASSOCIATES FOR THE PURCHASE OF GORMAN-RUPP MODEL PA8E60- 4045H FT4 8-INCH PORTABLE PUMP UNIT.

WHEREAS, during the FY 2023-24 Capital Improvements Program (CIP) budget approval process, the City Council approved funding for the Linda Mar Stormwater Pump Station Rehabilitation Project (Project); and
WHEREAS, the Project includes the Purchase of Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit; and
WHEREAS, the Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit has been identified by wastewater staff to be the best alternative for the city because of superior performance; and staff has been trained on this equipment, has a thorough understanding of the product's functionalities, and has experience troubleshooting/maintaining the pump; and WHEREAS, the Gorman-Rupp Company is a world leader in the production of pumps and engineered equipment for diversified markets and is the sole manufacturer of the GormanRupp Model PA8E60-4045H FT4; and WHEREAS, Thomas & Associates (T&A) is the exclusive Gorman-Rupp representative for California; and
WHEREAS, T&A guarantees delivery of the equipment within 8 weeks after the approval of the purchase agreement ensuring the pump system will be in-place before the storm season and other pump suppliers were unable to provide expedited delivery; and WHEREAS, it is more economical for the city to purchase its own portable pump unit than to rent; and
WHEREAS, having Gorman-Rupp Model PA8E60-4045H FT4 8-inch Portable Pump Unit readily available any time will help the city during future catastrophic rain events.

NOW, THEREFORE BE IT RESOLVED by the City Council of the City of Pacifica to:

Approve the Purchase Agreement between the City of Pacifica and Thomas & Associates, via sole source, in the amount of $145,214.84 for the purchase of Gorman-Rupp Model PA8E60- 4045H FT4 8-inch Portable Pump Unit for the Linda Mar Stormwater Pump Station Rehabilitation Project and authorize the City Manager to execute all documents related to the purchase.
• • • • •
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July 10, 2023
PASSED AND ADOPTED at a regular meeting of the City Council of the City of Pacifica, California, held on the 10
th day of July 2023, by the following vote:

AYES, Councilmembers:

NOES, Councilmembers
ABSENT, Councilmembers:

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PURCHASE AGREEMENT
CITY OF PACIFICA – WASTEWATER DIVISION
PURCHASE ORDER NO. _____
Seller (Vendor): Buyer:

Name Thomas & Associates Name: City of Pacifica
Address 7 Pamaron Way, Ste A Address: 540 Crespi Drive
City, State Zip: Novato, CA 94949 City, State, ZIP: Pacifica, CA 94044 Attn: Dennis Prahm Eddie Pastrano
Phone: (415) 884-4501 Fax: Phone: (650) 738-4660 Fax: (650) 355-7256 E-mail: [email protected] Fed. Tax I.D.: E-mail: [email protected] Project Information (If Applicable): Ship To:

Charge to Calera Creek Water Recycling Plant
Acct#: 34.900000.52800.C047.000 – Linda Mar Stormwater Pump Station Rehabilitation Project
700 Pacific Coast Highway
Pacifica, CA 94044
Order Date Ship Via Payment Terms
July 11, 2023 - Net 30 days of invoice Upon Receipt of
Equipment Delivery
Buyer and Seller agree as follows:

MATERIAL AND/OR EQUIPMENT TO BE PROVIDED: Vendor shall furnish the materials or equipment described below in strict compliance with the Quotation from Thomas & Associates dated March 31, 2023 (Attachment 1) at the price or prices set forth opposite each item and within the times stated below in accordance with the terms and provisions of this Purchase Agreement, including the attached Terms and Conditions, which are incorporated into and made a part of this Agreement:

Item
No.

Item Description Budget
Acct No.

Qua
ntity
Unit Price Extension Delivery
Date
1 Gorman-Rupp Model PA8E60-
4045H FT4

34.900000.52800.C047.000 1 $116,576.00 $116,576.00
2 8x50 ft XLF HD Layflat MXF HD
Bauer Crimped

34.900000.52800.C047.000 5 $1,548.00 $7,740.00
3 8x20 ft Aqua-HD Suction/Discharge
MXF HD Bauer Crimped

34.900000.52800.C047.000 2 $1,467.00 $2,934.00
TOTAL $127,249.00
Sales Tax (9.875%): $ 12,565.84
Shipping: $ 5,400.00
P.O. Total: $ 145,214.84

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Packet Pg. 589 Attachment: Purchase Agreement_ThomasAsso_8-Inch Groman-Rupp Pump.TA (5383 : Resolution - Purchase of Gorman-Rupp 8-inch Portable

PURCHASE AGREEMENT
Project Title: THOMAS & ASSOCIATES – Gorman-Rupp Model PA8E60-4045H FT4

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Special Terms and Conditions
Shipping: Show Purchase Order number on all packages and invoices.

All purchases are F.O.B Pacifica unless otherwise specified on Purchase Order.

Charges: All transportation charges must be prepaid and shown separately on all invoices.

City of Pacifica is exempt from Federal Excise Tax.
 Purchase up to $10,000 (must be approved
by Department Head or authorized signator)
Approved: _______________________
Name: LISA PETERSEN
Title: Director of Public Works
 Purchase between $10,000.01 and $25,000
(must be approved by the Assistant City
Manager)
Approved: _______________________
Name: YULIA CARTER
Title: Assistant City Manager

 Purchase between $25,000.01 and $50,000
(must be approved by the City Manager)
Approved: _______________________
Name: KEVIN WOODHOUSE
City Manager
 (must be approved by the City Council)
Date City Council Approved: July 10, 2023
Buyer: CITY OF PACIFICA
Authorized Signature: _______________________
Name: KEVIN WOODHOUSE
Title: City Manager
Vendor: THOMAS & ASSOCIATES
Authorized Signature: _______________________
Name:

Title:

If Seller is located in the City of Pacifica, does Seller have a current business license? Yes  No 
Dennis Prahm
Sales Manager

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Packet Pg. 590 Attachment: Purchase Agreement_ThomasAsso_8-Inch Groman-Rupp Pump.TA (5383 : Resolution - Purchase of Gorman-Rupp 8-inch Portable

PURCHASE AGREEMENT
Project Title: THOMAS & ASSOCIATES – Gorman-Rupp Model PA8E60-4045H FT4

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PURCHASE ORDER TERMS AND CONDITIONS
DEFINITIONS: The term "Buyer" as used in this Purchase Order means the City of Pacifica, and the term "Seller" means the person, firm, or corporation from whom the material or equipment described in the purchase order is ordered.

ACCEPTANCE: The attached Acceptance Copy shall be signed and returned by the Seller within ten (10) calendar days after it is received by the Seller. The receipt by the Buyer of the signed Acceptance Copy or the initiation of performance under this Purchase Order by the Seller shall constitute acceptance of the Purchase Order by the Seller, including all of the terms and conditions herein. Acceptance is limited to the terms stated herein. Any additional or different terms and conditions proposed by the Seller are rejected unless expressly agreed to in writing by City Purchasing Agent or authorized agent.

COMPLETE AGREEMENT: This Purchase Order, including all applicable terms, conditions and specifications, shall constitute the sole and exclusive agreement between the parties. This Purchase Order supersedes all other writings and negotiations, written or oral. The City of Pacifica will not be responsible for goods delivered without a Purchase Order properly signed by the City Purchasing Agent or authorized agent. When this Purchase Order covers a purchase rendered over a stated period of time, Seller must obtain a new order upon expiration of the time period to authorize the purchase for an additional period of time.

DEFAULT: The Buyer may terminate the whole or any part of the purchase in any one of the following circumstances: (1) If the Seller fails to make delivery or fails to perform within the time specified herein or any extension thereof; or (2) If Seller delivers nonconforming goods; or (3) If Seller fails to perform in accordance with the material provisions of this agreement, or so fails to make progress as to endanger performance of this Purchase Order in accordance with its terms. In the event of any such failure Buyer will provide Seller with written notice of the default and Buyer's intention to terminate for default if Seller fails to cure the default to Buyer's satisfaction within seven (7) calendar days of Buyer' notice. If Seller fails to cure or correct the default within seven days, the Buyer may, without further notice to Seller, procure upon such terms and in such manner as the Buyer may deem appropriate, items similar to those terminated, and the Seller shall be liable to the Buyer for any excess costs of such similar items; however, the Seller shall continue the performance of this Purchase Order to the extent not terminated.

The rights and remedies of the Buyer provided in this clause shall not be exclusive, and are in addition to any other rights and remedies provided by law or under this Purchase Order.

CHANGES: Buyer may direct in writing changes, including additions to or deletions from the quantities originally ordered, or in the specifications or drawings. If any such change causes a material increase or decrease in the cost of, or the time required for, performance hereunder, an equitable adjustment shall be made in the price or schedule. Any claims for adjustment which Seller believes result from any change directed by Buyer shall be asserted in writing by Seller no later than ten (10) days from the date of Seller's receipt of any such direction. Equitable adjustments for any claims or changes under this agreement, including claims arising from terminations or suspensions directed under DEFAULT above, of this agreement, will be made by

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Packet Pg. 591 Attachment: Purchase Agreement_ThomasAsso_8-Inch Groman-Rupp Pump.TA (5383 : Resolution - Purchase of Gorman-Rupp 8-inch Portable

PURCHASE AGREEMENT
Project Title: THOMAS & ASSOCIATES – Gorman-Rupp Model PA8E60-4045H FT4

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written Change Order. Nothing contained herein shall excuse Seller from proceeding with the change as directed prior to negotiation of any adjustment. Whether made pursuant to this clause or by mutual agreement, changes shall not be binding upon the Buyer, except when confirmed in writing by a member of the Buyer’s Purchasing Department.

INVOICES: Seller shall send Buyer a separate invoice for each shipment. Invoices shall not be issued prior to delivery of items. Payment shall not be made prior to receipt of items and an invoice. Credit and discount periods will be computed from the date of receipt of the invoice to the date the Buyer’s check is mailed. Unless freight and other charges are itemized, the discount will be taken on the full amount of the invoice. Payment will be made within thirty (30) days after approval of the invoice by the Buyer.

TITLE AND RISK OF LOSS: All prices shall be F.O.B. Factory. The Seller shall be responsible for safe and adequate packing of the items, which shall conform to the carriers’ requirements. The Seller shall separately number all cases and packages, showing the corresponding numbers on the invoices. An itemized packing slip bearing this Purchase Order number shall be placed in each container. No extra charge shall be made for packaging or packing materials unless authority therefor is set forth in this Purchase Order. Seller shall assume and pay for any and all loss or damage to the merchandise from any cause whatsoever until delivered to Buyer at the specified destination.

DELIVERY: Timely performance and deliveries are essential to this Purchase Order. The Buyer reserves the right to refuse deliveries made in advance of the delivery schedule.

Overshipment allowances, if authorized, will be applied to the entire order. If the Buyer agrees to accept deliveries after the date of delivery has passed, the Buyer shall have the right to direct the Seller to make shipment to the delivery point set forth in this Purchase Order by the most expeditious means, and the total cost of such expedited shipment and handling shall be borne by the Seller. Acceptance of late deliveries shall not be deemed a waiver of the Buyer’s right to hold the Seller liable for any loss or damage resulting therefrom, nor shall it act as a modification of the Seller’s obligation to make future deliveries in accordance with the delivery schedule.

DELAYS: Seller will not be liable for delays in performing its obligations to the extent the delay is caused by an unforeseeable condition which is beyond Seller’s reasonable control and without Seller's fault or negligence. Acts of God, such as storms or floods, as well as government priorities, acts of civil or military authorities, fires, strikes, epidemics, war or riot are examples of events which will be excusable for being beyond Seller's reasonable control, only upon fulfillment of the following conditions: (a) within seven (7) days of the commencement of any excusable delay, Seller shall provide Buyer with written notice of the cause and extent thereof as well as a request for a schedule extension for the estimated duration thereof, and (b) within seven (7) days of the cessation of the event causing delay Seller shall provide Buyer with written notice of the actual delay incurred, upon receipt of which, the date of promised delivery shall be extended for the time actually lost by reason of an excusable delay.

INSPECTION AND APPROVAL: All items are subject to final inspection and approval after delivery to Buyer. If any items are defective in material or workmanship or otherwise not in conformity with the requirements of this Purchase Order, the Buyer shall have the right to

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PURCHASE AGREEMENT
Project Title: THOMAS & ASSOCIATES – Gorman-Rupp Model PA8E60-4045H FT4

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require Seller to correct or replace them. Final acceptance or rejection shall be made by the Buyer as promptly as practicable after delivery. Final acceptance shall be conclusive except with respect to latent defects, fraud or such gross mistakes as amount to fraud, or with respect to the Buyer’s rights under the “Warranty” clause.

WARRANTIES-GUARANTEES: The Seller warrants that the items, at time of delivery, shall conform to the Buyer’s specifications, the requirements of this Purchase Order, approved sample or samples, if any, and are free from defects in design, material and workmanship. Warranty will be as described in the attached Vendor’s Quotation. At the Buyer’s option, the Seller shall promptly either repair or replace defective items after receipt of the Buyer’s written notice of a defect. Transportation charges for the return and redelivery of defective items shall be borne by the Seller. Seller also warrants that said merchandise is free and clear of all liens and encumbrances whatsoever and the Seller has good and marketable title to same, and Seller agrees to indemnify, defend and hold the City of Pacifica, its officers, agents and employees free and harmless against any and all claimants to said merchandise.

SAFETY: All equipment and materials shall comply with all Federal, State and local safety rules and regulations including OSHA. Where applicable, materials must be labeled in accordance with Section 5194, Title 8, of the California Administrative Code. The Seller is required to include a Material Safety Data Sheet prepared in accordance with Section 5194(9) with each shipment of all such materials to the City.

EQUAL OPPORTUNITY EMPLOYER: It is the policy of the City of Pacifica that in connection with all materials furnished or work performed under this Purchase Order, there be no discrimination against employees because of race, religion, color, sex or national origin, and therefore the Seller agrees to comply with applicable Federal and California laws including, but not limited to, the California Fair Employment Practices Act.

TAXES: Unless prohibited by law, Seller shall pay and has included in the prices of this Purchase Order any federal, state or local tax, transportation tax, or other tax which is required to be imposed upon the items ordered hereunder, or by reason of their sale or delivery.

TERMINATION FOR CONVENIENCE: Buyer shall have the right to terminate this Purchase Order in whole or in part at any time, and from time to time, by written notice effective upon receipt by Seller of such notice, even though Seller is not in breach of any obligation hereunder.

Upon receipt of notice of termination, Seller shall immediately discontinue performance and shall comply with Buyer’s instructions concerning disposition of completed and partially completed items, work in progress and materials acquired pursuant to this Purchase Order. In the event of such termination, Seller shall be paid an amount in settlement to be mutually agreed upon by the parties which shall cover Seller’s reasonable costs of performance incurred prior to termination in connection with the items for which this Purchase Order is terminated plus a reasonable profit based upon such costs. However, said payment shall not exceed the price specified herein for such items. Seller shall advise the Buyer, in writing, of Seller’s claim, if any, for termination costs within ten (10) days after receipt of the notice of termination.

Termination in accordance with this article shall not affect Buyer’s obligation to pay for items accepted by Buyer prior to such termination.

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PURCHASE AGREEMENT
Project Title: THOMAS & ASSOCIATES – Gorman-Rupp Model PA8E60-4045H FT4

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GOVERNING LAW; VENUE; DEFINITIONS: The definition of terms used, interpretation of this Purchase Order and rights of all parties hereunder shall be construed under and governed by the laws of the State of California. Any litigation with respect to this Purchase Order shall be brought and conducted in San Mateo County, California.

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Packet Pg. 595 Attachment: Purchase Agreement_ThomasAsso_8-Inch Groman-Rupp Pump.TA (5383 : Resolution - Purchase of Gorman-Rupp 8-inch Portable Quotation # DP05013A
7 PAMARON WAY, SUITE A, NOVATO, CA 94949
P. 415-884-4501, F. 415-883-3961
To: Eddie Pastrano @ City of Pacifica
Department of Public Works
Wastewater Division
(650) 738-4669 desk
(650) 822-4547 cell
[email protected]
Date: March 31, 2023
From: Dennis Prahm Pages: 3
Project: Gorman-Rupp Model PA8E60‐4045H FT4 w/high speed wheel kit, and 12VDC battery.

Qty. Item Description Net Price Each Ext. Net Price
1 Gorman-Rupp Model PA8E60‐4045H FT4
8” Priming Assisted Pump in CI Construction with 2-vaned DI impeller with 3” solids handling capability, and furnished with an oil-lubricated, silicon carbide mechanical seal.

Includes:
- Priming Chamber: CI Housing w/SST Float and Linkage.
- Discharge Check Valve, ductile iron Ductile Iron Housing - Gear‐Driven Air Compressor. Hoisting Bail. Strainer.
- Full Feature Control Panel. Single Ball Type Float Switch.

Engine shall John Deere model 4045HFC04, EPA Tier 4 Final, Turbocharged: Four Cylinder, Diesel Engine w/Air Compressor. - Fuel Tank: 110 U.S. Gals. (416 liters).
- Full Load Operating Time: 19.7 Hrs.

Standard Features: Muffler w/Guard and Weather Cap,
DOC/DPF Exhaust After‐Treatment System.

Engine Control Features: Padlockable Box with Throttle Control, Tachometer, Coolant Temperature, Oil Pressure, Voltage and Overstart Indicators/Shutdowns. Manual/Stop/Auto Keyswitch.

Audible Startup Warning Delay. Fuel Level Display, Alarm, Shutdown, and Electronic Fuel Level Sensor.

High Speed Wheel Kit: PN# GRP30-299; Tandem Axle, Pneumatic Tired Wheel Kit w/DOT‐Approved Lights and Electric Brakes.

Battery: 12 VDC
$116,576.00 $116,576.00
5 8X50FT XLF HD LAYFLAT MXF HD BAUER CRIMPED $1,548.00 $7,740.00 2 8X20FT AQUA-HD SUCTION/DISCHARGE MXF HD BAUER CRIMPED $1,467.00 $2,934.00 Lot Materials Subtotal $127,249.00
Lot Sales Tax @ 9.375% (San Mateo County) $11,929.59
Lot Freight Charges $5,400.00
Lot Total Net Sale $144,578.59

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Notes:
1) Includes one (1) day of on-site startup services and training.

FOB: Mansfield, OH
Pricing valid for 45 days
Subject to our standard terms and conditions of sale
Terms: Net 30 days
Lead time: Currently, there are 5 complete pump units in stock in Mansfield, OH. If sold, allow approx. 10 – 14 weeks to ship, ARO
Off-loading of equipment by others
Provided by,
Dennis Prahm

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Packet Pg. 597 Attachment: Purchase Agreement_ThomasAsso_8-Inch Groman-Rupp Pump.TA (5383 : Resolution - Purchase of Gorman-Rupp 8-inch Portable www.snaptitehose.com
814-438-7616

CONSTRUCTION
Polyurethane Extruded Thru-theWeave, Polyester Reinforcement

TEMPERATURE
-60°F (-51°C) to 180°F (82°C)

COUPLINGS
Aluminum Vic-groove or Storz

APPROVALS
High durometer, polyurethane material and colors are approved for NSF 61 requirements for potable water.

COLORS
• Versatile, multi-purpose Large
Diameter Hose for oil/gas industry
water transfer, dewatering, refineries
for tank fire supression, nuclear, agriculture, military, and water/sewer bypasses during construction.
• Designed for maximum service life,
low operating cost, fast deployment/
retrieval, ease of storing/transfer,
durability and reliability in order to
minimize risk exposure.
• The inner jacket is designed with
100% high tenacity polyester yarn
and extruded thru-the-weave polyurethane - a unified, construction that ensures no delamination and
provides abrasion protection.

The XLF is a polyurethane thru-the-weave large diameter hose engineered for long-lasting durability and performance in the field. Originally designed to replace metal pipes used in the fracking industry for transfer of large volumes of water, it makes a great main feeder line. The XLF is designed for extreme resistance to abrasion and punctures with little friction loss - all while being exceptionally lightweight.

FEATURES AND BENEFITS

POLYURETHANE

POTABLE
WATER

USA MADE

SIZE SERVICE

PRESSURE

WORKING

PRESSURE
BURST

PRESSURE
WEIGHT
(PER FOOT UNCOUPLED) FLAT WIDTH
IN PSI (kPa) PSI (kPa) PSI (kPa) LBS (KG) IN
7 1/4” 300 (2068) 300 (2068) 750 (5171) 2.00 (0.91) 11” 8” 200 (1379) 200 (1379) 675 (4654) 2.40 (1.09) 12.25”
10” 200 (1379) 200 (1379) 600 (4137) 2.70 (1.22) 15.25” 12” 150 (1034) 150 (1034) 450 (3103) 3.50 (1.59) 8.50”
• Chemical resistance for exposure to
most hydrocarbons, gasoline, oils,
alkalis, and grease with no effect on
performance of the hose.
• Hose shows no ozone exposure
effect when subjected to testing in
accordance with ASTM D1149-64,
100 PPHM /122 degrees F/70 hours.
• Taber abrasion test results exceeded
over 750,000+ without exposure of
the jacket.
• Cover and liner materials are NSF 61
approved for potable water.
• Made in the USA, manufactured
within the scope of our ISO-9001:
2015 certified quality management
system.

Black Blue

SNAP-TITE
XLF

DURABLE & RESISTANT TO

PUNCTURE

HOSE SIZING AND SPECIFICATIONS

TYPE HOSE
I.D. HOSE LENGTH COLOR COUPLING SIZE THREAD TYPE COUPLINGMATERIAL XLF
72 = 7 1/4”
80 = 8”
100 = 10”
120 = 12”
50 = 50’
100 = 100’
B = Blue
K = Black
60 = 6”
80 = 8”
100 = 10”
120 = 12”
S = Storz
V = Vic-groove
Blank =
Aluminum

HOW TO ORDER
PUMP
UPDATED 03/08/22

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CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Resolution - Approve Construction Service Agreement with Urban Water Proofing for Calera Creek Water Recycling Plant Roof Improvements Project
RECOMMENDED ACTION:

Adopt the Resolution entitled, "A Resolution of the City Council of the City of Pacifica Authorizing an Agreement for Construction Service Between the City of Pacifica and Urban Waterproofing for the Calera Creek Water Recycling Plant Roof Improvement Project" to approve the following actions for the Urban Water Proofing for Calera Creek Water Recycling Plant Roof Improvements Project:

A. Authorize the City Manager to Award and Execute a Construction Services Agreement with Urban Water Proofing, Inc. in an amount of $55,000; and B. Approve a total project budget of $70,000 which includes approximately 27.3% of the Construction Contract amount or $15,000; and
C. Authorize staff to Execute Future Change Orders not to exceed the listed contingency amounts.

STAFF CONTACT:

Dave Peel, Assistant Superintendent
(650) 738-4660
[email protected]
Louis Sun, P.E., WWTP Plant Manager
(650) 738-4660
[email protected]
Maria Aguilar, P.E., Deputy Director of Public Works - Wastewater (650) 738-4660
[email protected]
Lisa Petersen, P.E., Public Works Director
(650) 738-3770
[email protected]
BACKGROUND/DISCUSSION:

The City Council approved the FY 2023-2024 Capital Improvement Program (CIP) in June of 2023. The CIP included the Calera Creek Water Recycling Plant Roof Improvements Project.

The roof at CCWRP is now over twenty years old and it needs maintenance and repair to improve the roof quality and to eliminate any leaking from the roof top. Staff have identified the need for the roof improvement CIP project, and the scope is to provide installation of a top coat over the existing deck coating to the bottom of walls which is approximately 12,000 square feet. 12 Packet Pg. 599
Pacifica City Council 2
July 10, 2023
The contractor will pressure wash the existing deck coating, perform adhesion mockups based on varying levels of surface preparation, wire brush residual rust stain as necessary, install Tremco Vulkem 191 Primer at entire deck area, and install Tremco Vulkem 351 NF Top Coat at entire deck area.

Staff conducted a competitive bidding process and solicited bid proposals between October 1, 2022 to December 15, 2022 with the knowledge the work would need to be completed after the rainy season during the summer. Soliciting bids during the winter and fall typically achieves lower bids as contractors have more availability for the upcoming construction season. Three (3) companies submitted bids and the results are as follows:

Company Base Bid
Urban Water Proofing, Inc. $55,000.00
Rainbow Waterproofing & Restoration Co. $63,950.00
Waterproofing Associates, Inc. $151,380.00
The apparent low bidder is Urban Water Proofing, Inc. with a base bid amount of $55,000.00. All required documentation was submitted with their bid. As there are sufficient project funds approved as part of the FY 2023-2024 budget, the City Manager recommends the award of contract to the apparent low bidder, Urban Water Proofing, Inc. In addition, a 27.3% contingency is recommended to allow enough funding to handle any unforeseen necessary improvements that are identified during construction.

ALTERNATIVE ACTION:

The Council may choose not to approve the Construction Service Agreement with Urban Water Proofing, Inc. for the CCWRP Roof Improvement Project. However, this will result in project delays and possible increase in construction cost. Staff does not recommend this alternative action.

RELATION TO CITY GOALS AND WORK PLAN:

Approval of the Construction Service Agreement with Urban Water Proofing, Inc. is consistent with the following Council adopted Goals:
• Improve and steward City infrastructure, streets and facilities: This project will protect the City’s wastewater treatment plant. It will prevent water leaks reaching the inside of the treatment plant facility and its equipment.

FISCAL IMPACT:

The following is the source and use of funds for the project:

Project Source of Funds
Fund 34 - Account No. 34.900000.52800.P018.000 $70,000.00 Total Source of Funds $70,000.00
Project Use of Funds
Construction Cost $55,000.00
Construction 27.3% Contingency $15,000.00
Total Use of Funds $70,000.00
Estimated Project End Balance $0.00
12 Packet Pg. 600
Pacifica City Council 3
July 10, 2023
No additional budget authority is necessary as sufficient funds have been previously approved in the Wastewater Enterprise Fund for FY 2023-24 to pay for this project.

ORIGINATED BY:

Public Works - Wastewater Division
ATTACHMENT LIST:

Construction Services Agreement Urban Waterproofing signed (PDF) 12 Packet Pg. 601
Pacifica City Council 4
July 10, 2023
RESOLUTION NO. _______

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PACIFICA AUTHORIZING AN

AGREEMENT FOR CONSTRUCTION SERVICE BETWEEN THE CITY OF PACIFICA AND

URBAN WATERPROOFING FOR THE CALERA CREEK WATER RECYCLING PLANT

ROOF IMPROVEMENT PROJECT
WHEREAS, the City Council adopted the Capital Improvement Program 2023-2024 at the June 26, 2023 Council Meeting which included the Calera Creek Water Recycling Plant Roof Improvement Project (Project); and
WHEREAS, during the FY 2023-24 budget approval process, the City Council approved sufficient funding on Calera Creek Water Recycling Plant Roof Improvement Project; and WHEREAS, consistent with the City of Pacifica’s Purchasing Policy (Administrative Policy No. 76), the City of Pacifica solicited three bids for the Calera Creek Water Recycling Plant Roof Improvement project work in February of 2023; and WHEREAS, consistent with the City of Pacifica’s Purchasing Policy (Administrative Policy No. 76), utilized bids in writing and conform to the bidding procedures as set forth in Article 5 of the Administrative Policy No. 76 to ensure the City selected the most qualified contractor to complete the roof improvement project; and WHEREAS, the lowest responsible bid is from Urban Waterproofing; NOW, THEREFORE BE IT RESOLVED by the City Council of the City of Pacifica to authorize the City Manager to execute an Agreement with Urban Waterproofing in the amount of $55,000.00 for the Calera Creek Water Recycling Plant Roof Improvement Project and approve budget authority in the amount of $70,000.00 which includes 27.3% contingency in the amount of $15,000.00; and authorize the City Manager to execute all documents related to the project equipment purchase.
• • • • •
PASSED AND ADOPTED at a regular meeting of the City Council of the City of Pacifica, California, held on the 10th day of July, 2023, by the following vote:

AYES, Councilmembers:

NOES, Councilmembers:

ABSENT, Councilmembers:

ABSTAIN, Councilmembers:
12 Packet Pg. 602
Pacifica City Council 5
July 10, 2023
_________________________________
Tygarjas Twyrls Bigstyck, Mayor
ATTEST: APPROVED AS TO FORM:
______________________________ _________________________________ Sarah Coffey, City Clerk Michelle Kenyon, City Attorney 12 Packet Pg. 603

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CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Resolution - Approve Construction Service Agreement with Telstar Instruments for Pump Stations SCADA and PLC Upgrade Project
RECOMMENDED ACTION:

Adopt the Resolution entitled, "A Resolution of the City Council of the City of Pacifica Authorizing an Agreement for Construction Services between the City of Pacifica and Telstar Instruments for Pump Stations SCADA and PLC Upgrade Project" to approve the following actions for the Telstar Instruments for Pump Stations SCADA and PLC Upgrade Project:

A. Authorize the City Manager to Award and Execute a Construction Services Agreement with Telstar Instruments in an amount of $137,553; and
B. Approve a total project budget of $152,000 which includes approximately 10.5% of the Construction Contract amount or $14,447; and
C. Authorize staff to Execute Future Change Orders not to exceed the listed contingency amounts.

STAFF CONTACT:

Louis Sun, P.E., WWTP Plant Manager
(650) 738-4660
[email protected]
Eddie Pastrano, Collection Systems Manager
(650) 738-4660
[email protected]
Maria Aguilar, P.E., Deputy Director of Public Works (Wastewater) (650) 738-4660
[email protected]
Lisa Petersen, P.E., Director of Public Works
(650) 738-3770
[email protected]
BACKGROUND/DISCUSSION:

The City Council approved the FY 2023-2024 Capital Improvement Program (CIP) in June of 2023. The CIP included the Pump Stations SCADA and PLC Upgrade Project and the CCWRP SCADA and PLC Upgrade Project.

There are five sanitary sewer pump stations and two stormwater pump stations servicing the City of Pacifica, and the major pump stations coveys real time data information back to Calera Creek Water Recycling Plant (CCWRP) using the Supervisory Control and Data Acquisition (SCADA) system. The real time data such as flow information is used at CCWRP by the City’s 13 Packet Pg. 625
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operation and collection staff. This data is especially crucial during a storm event.

During the end of 2022 and beginning of 2023, the region experienced an unprecedented amount of storm events. It was during the beginning of these storm events that staff experienced unreliable communication between the pump stations and CCWRP. Staff urgently needs to fix the problem to ensure data communication between the various pump stations and CCWRP remains reliable.

Due to the urgent nature of fixing this issue and pursuant to the City of Pacifica’s Purchasing Policy (Administrative Policy No. 76) set forth in Article 3.6 Urgent Purchases of the Administrative Policy No. 76, staff solicited a proposal from the City’s on-call instrumentation contractor Telstar Instrument to provide communication solutions. Telstar is also the most qualified contractor to complete this work.

All required documentation was submitted along with the proposal. As there are sufficient project funds approved as part of the FY 2023-2024 budget, the City Manager recommends the award of contract to Telstar Instruments. In addition, a 10.5% contingency is recommended to allow enough funding to handle any other required improvements that are identified during construction.

ALTERNATIVE ACTION:

The Council may choose not to approve the Construction Service Agreement with Telstar Instruments for the Pump Stations SCADA and PLC Upgrade Project. However, this will result in project delays and possible increase in construction cost. Staff does not recommend this alternative action.

RELATION TO CITY GOALS AND WORK PLAN:

Approval of the Construction Service Agreement with Telstar Instruments is consistent with the following Council adopted Goals:
• Improve and Steward City Infrastructure: The Project will upgrade the City’s wastewater collection system pump station communication to support the treatment plant’s SCADA system which will ensure proper treatment of wastewater and protect downstream equipment in the plant.

FISCAL IMPACT:

The following is the source and use of funds for the project:

Project Source of Funds
Fund 34 - Account No. 34.900000.52800.C046.000 $ 100,000.00 Fund 34 - Account No. 34.900000.52800.P008.000 $ 52,000.00 Total Source of Funds $ 152,000.00
Project Use of Funds
Construction Cost $ 137,553.00
Construction 10.5% Contingency $ 14,447.00
Total Use of Funds $ 152,000.00
Estimated Project End Balance $ 0.00
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No additional budget authority is necessary as sufficient funds have been approved in the Wastewater Enterprise Fund for FY 2023-24 to pay for this project.

ORIGINATED BY:

Public Works - Wastewater Division
ATTACHMENT LIST:
20 0401 Short Form Construction Services Agreement Telstar signed TM 6.7.23 (PDF) 13 Packet Pg. 627
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RESOLUTION NO. _______

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PACIFICA AUTHORIZING AN

AGREEMENT FOR CONSTRUCTION SERVICES BETWEEN THE CITY OF PACIFICA AND

TELSTAR INSTRUMENTS FOR PUMP STATIONS SCADA AND PLC UPGRADE PROJECT WHEREAS, the City Council adopted the Capital Improvement Program 2023-2024 at the June 26, 2023 Council Meeting which included the Pump Stations SCADA and PLC Upgrade (Project) and CCWRP SCADA and PLC Upgrade Project; and WHEREAS, during the FY 2023-24 budget approval process, the City Council approved sufficient funding on Pump Stations SCADA and PLC Upgrade Project; and WHEREAS, during the December/January Storm Events and all subsequent storm events in early 2023, City’s pump stations experienced communication failure and SCADA information was not relayed back to Calera Creek Water Recycling Plant (CCWRP); and WHEREAS, consistent with the City of Pacifica’s Purchasing Policy (Administrative Policy No. 76) as set forth in Article 3.6 Urgent Purchases of the Administrative Policy No. 76, the City of Pacifica solicited a proposal from the City’s on-call instrumentation vendor Telstar Instrument for providing communication solutions, and to ensure the City selected the most qualified contractor to complete the project;
NOW, THEREFORE BE IT RESOLVED by the City Council of the City of Pacifica to authorize the City Manager to execute an Agreement with Telstar Instruments in the amount of $137,553.00 for the Calera Creek Water Recycling Plant Roof Improvement Project and approve a budget authority in the amount of $152,000.00 which includes 10.5% contingency in the amount of $14,447.00; and authorize the City Manager to execute all documents related to the project and all related purchase.
• • • • •
PASSED AND ADOPTED at a regular meeting of the City Council of the City of Pacifica, California, held on the 10th day of July, 2023, by the following vote:

AYES, Councilmembers:

NOES, Councilmembers:

ABSENT, Councilmembers:

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CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Public hearing to consider oral and written protests received relating to amendment to the Pacifica Hotel Business Improvement District (BID) by amending the Pacifica Municipal Code Section 3-17.03; Introduction of Ordinance to amend Pacifica Municipal Code section 3-17.03 to remove provision for allocation of funds within thirty days and replace the Pacifica Chamber of Commerce as the Managing Agency of the BID with the City of Pacifica RECOMMENDED ACTION:
1) Conduct the public hearing;
2) Receive and consider any oral and/or written protests, if any; and 3) If less than majority of BID members protest, Introduce by title only and waive further reading of an ordinance amending Section 3-17.03 (Administration) of Chapter 17 (Hotel Business Improvement District) within Title 3 (Finance) of the Pacifica Municipal Code to remove provision for allocation of funds within thirty days and to replace the Pacifica Chamber of Commerce as the Managing Agency of the BID with the City of Pacifica.

STAFF CONTACT:

Yulia Carter, Assistant City Manager
(650) 738-7402
[email protected]
BACKGROUND:

Pacifica Hotel Business Improvement District
The Pacifica Hotel Business Improvement District (BID) was established in 2004 pursuant to California Streets and Highways Code sections 36500 et. seq., the City Council of the City of Pacifica adopted Ordinance No. 714-C.S creating the Pacifica Hotel Business Improvement District and levying an annual assessment of $1.00 per room per day of occupancy on the hotels within the City.

The intent of creating the BID was to develop a mechanism of funding for the hotels in the City to self-fund activities that would promote occupancy through funds derived from the annual assessment of $1.00 per room per day of occupancy. Business Improvement Districts are selfbenefiting assessment districts where business owners voluntarily self-impose a fee to fund their daily business-related activities, advertising, or promotional opportunities. By California law, it is not a tax. Therefore, BIDs are most commonly encouraged and supported because they allow the business to self-fund and self-promote. Additionally, unlike Transient Occupancy Taxes (TOT), which go into the City's General Fund, the participating hotels allocate and control BID assessment funds.

The assessment from the funds levied by the businesses must be used "to promote lodging at the hotels within the district, administer marketing programs that increase overnight lodging, and to fund related activities, staffing, and administration for the district." (Pacifica Municipal Code § 14 Packet Pg. 652
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3-17.02(b)). The revenue from the levy cannot be used to provide improvement or activities outside the district or for any purpose other than those specified in the resolution of intent.

The Pacifica BID was established under the authority of the Parking and Business Improvement Area Law of 1989, which does not require identifying a "managing agency." Therefore, many Bay Area Cities with BIDs established under the same law manage their BID operations internally (e.g., the City of South San Francisco and Brisbane). However, the Pacifica City Council previously appointed the Chamber of Commerce as the BID Managing Agency.

Currently, the Advisory Committee comprises one representative from each hotel, the managing director of the Pacifica Chamber of Commerce and Visitor Center, and one from the Chamber of Commerce Board of Directors.

The BID funds are solely managed by the Chamber of Commerce, which represents the interests of each BID member. The City collects the BID assessments with the Transient Occupancy Taxes and remits the BID funds to the Chamber monthly as a pass-through.

Therefore, the City has no control over the BID funds.

The assessment generated approximately $75,000 per year (pre-COVID), dropping as an average to a little under $50,000 over the last three years. This year's assessment is projected to return to the pre-COVID level.

Council Direction to Staff in 2022
During 2022, and as part of the broader Vision 2025 & Beyond Strategic Financial Sustainability project, the City presented to Council a two-year Marketing Plan to help improve the local economy and facilitate post-COVID recovery. Marketing efforts focused on programs such as Shop Pacifica and Workation. The Workation program is designed to improve hotel occupancy rates mid-week and off-season to ultimately benefit the hotels and the City, as higher occupancy rates would lead to higher TOT and Sales Tax revenues generated by Pacifica visitors. During the development and launch of these programs, City staff reached out to the Chamber of Commerce to communicate these programs to BID members and collaborate with the Chamber on implementation. However, after months of unsuccessful attempts at collaboration, the City had to proceed with the program launch without the Chamber's cooperation and only using Cityowned social media channels. In addition, the City had to create its own website landing pages for the Shop Pacifica and Workation marketing programs instead of using the Visit Pacifica platform administered by the Chamber, as was initially planned, due to the inability to reach support and cooperation from the Chamber for the use of the Visit Pacifica website.

These multiple issues related to the BID program management by the Chamber prompted City Council discussions in May-June 2022 about how to proceed. During the City Council public hearing on June 27, 2022, City Council adopted a resolution continuing to levy the assessment for FY 2022-23. However, City Council also directed staff to hold quarterly meetings with the BID members, Chamber representatives, and Council liaisons to try to build collaboration between the City and the BID, ensure compliance with the BID regulations, review performance measures and BID budget, unify marketing efforts and report back to Council at mid-year with recommendations.

On September 30, 2022, the City held the Q1 meeting, where the City Manager and Council liaisons communicated the Council's direction for quarterly BID meetings to the BID members.

In addition, city staff presented the Workation campaign, a City-sponsored marketing program directly benefitting hotels. The Chamber of Commerce also reported on marketing programs and the use of BID funds to date. The meeting revealed that the BID members were unaware of the City's marketing programs and were generally confused about the purpose and benefit of the BID.
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In January 2023, two BID members expressed concerns over the effectiveness and value of the BID. In response, City staff placed the BID governance structure item for discussion at the Q2 BID meeting that was held on February 3, 2023, with BID representatives from Fairfield Inn & Suites; Inn at Rockaway; Lighthouse Hotel; Anchor Inn; Sea Breeze Motel; and the Chamber of Commerce present at the meeting. The Council liaisons, Sue Beckmeyer and Mary Bier, and staff also attended the meeting. Representatives from America's Best Value Inn and Pacifica Beach Hotel were absent.

During the meeting, City staff presented the Workation program details and the marketing materials in preparation for the program launch the following week. The majority of the meeting discussion was spent on the BID Governance structure and whether the BID program and assessment should continue. After the open discussion, the majority of the BID hotel representatives voted for option two and expressed their desire to: 1) continue the assessment at the current rate, 2) for the City of Pacifica to assume the role of the Managing Agency for the BID moving forward, and 3) for the City to safeguard the assessed funds until the BID decides how it would like to proceed.

Council Direction to Staff on May 8, 2023
At the Council meeting on May 8, 2023, the Council considered various options relating to the BID including dissolving the BID, continuing the assessment but changing the BID governance structure, and continuing with the current assessment and governance structure. Based on the recommendation of the majority of BID members and staff’s recommendations, the Council adopted a resolution of intent (Resolution No. 45-2023) to amend the City's Municipal Code to remove provision for allocation of funds within thirty days and transition the Managing Agency role of the BID to the City of Pacifica.

Amending the BID
In order to amend the BID, the City must amend the Pacifica Municipal Code in the same way that the Ordinance establishing the BID was originally adopted by the City Council (i.e., resolution of intent, notice, public hearing) as identified in Streets and Highways Code section 36500 et. seq. This will require amending Section 3-17.03 (Administration) of Chapter 17 (hotel business improvement district) within Title 3 (Finance) of the Pacifica Municipal Code to remove provision for allocation of funds within thirty days and to replace the Pacifica Chamber of Commerce as the Managing Agency of the BID with the City of Pacifica. (See Attachment 1).

The chart below provides more detail on the process and timeline that the City has followed to amend the BID governance structure set forth in section 3-17.03 of the Pacifica Municipal Code:

1. The City Council adopted a resolution of intention setting forth the details of the BID - May 8, 2023 program, a date and time for a public hearing. (S&H 36522)

2. Within seven days of adopting the resolution of intention, a complete copy of the May 15, 2023 Resolution of Intention was mailed to each business owner in the territory of the proposed BID. (S&H 36523(b))

3. The City mailed to each business a joint notice of public meeting and public hearing. (S&H 36523.5 and Gov. Code 54954.6(a)(2),54954.6(c))
by May 26, 2023
The Joint Notice was mailed along with a copy of the Resolution of Intention.

4. No earlier than ten days after mailing the joint notice, the City Council held at least June 12, 2023 one public meeting at which the City Council allowed public testimony regarding the proposed amendment. (Gov. Code 54954.6(a)(1), 54954.6(c)(1))

5. No earlier than forty-five days after mailing the joint notice, and no earlier than seven days after the public meeting, the City Council will hold a public hearing. (Gov't Code 54954.6(a)(2), 54954.6(c)(1))
July 10, 2023
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6. At the public hearing, the City Council must consider oral and written protests. If written July 10, 2023 protests meeting the requirements of Section 36524 of the Streets & Highways Code are received (and not withdrawn) from the owners of businesses in the proposed area which will pay 50 percent or more of the assessments proposed to be levied, then proceedings must be abandoned for no less than one year (S&H 36525(a))

7. If a 50%/+ protest is not received, the City Council may adopt an ordinance amending the BID. (S&H 36527)
July 10, 2023
(introduction of the
Ordinance) August
14, 2023 (adoption
of the Ordinance)
The City mailed the Resolution of Intention (Resolution No. 45-2023) to all BID members on May 12, 2023. The City mailed the Joint Notice to all BID members on May 24, 2023. (See Attachment 2).

The City Council also held a public meeting on June 12, 2023 to allow public testimony regarding the amendment. The City Council did not receive any public testimony or public comments.

DISCUSSION:

Public Hearing
The Council must conduct the public hearing for the BID amendment to determine if there is a majority of the BID members that oppose the amendment. At the public hearing, the City Council must consider oral and written protests. If written protests meeting the requirements of Section 36524 of the Streets & Highways Code are received (and not withdrawn) from a majority of the BID members, then proceedings cannot move forward and the proposed amendment to Pacifica Municipal Code section 3-17.03 would not be introduced. If written protests are not received from a majority of the BID members, then the City Council may proceed with introduction of an ordinance amending the BID.

Proposed Ordinance
The proposed Ordinance (See Attachment 1 and 4) would amend Pacifica Municipal Code Section 3-17.03 to remove provision for allocation of funds within thirty days and replace the Pacifica Chamber of Commerce as the Managing Agency of the BID with the City of Pacifica. If the Ordinance is introduced on July 10, 2023, it will return to Council for a second reading/adoption on August 14, 2023. If adopted, the City will implement the amendments 30 days after the adoption of the ordinance or by September 13, 2023.

CEQA:

Introduction of the proposed Ordinance is not subject to review under the California Environmental Quality Act (CEQA) pursuant to Public Resources Code Section 21000, et seq. and the CEQA Guidelines (14 Cal. Code Regs. §§ 15000 et. seq.), including without limitation, Public Resources Code section 21065 and California Code of Regulations 15378 as this is not a “project” that may cause a direct, or reasonably foreseeable indirect, physical change in the environment.

ALTERNATIVE ACTION:

The City Council may elect not to proceed with amending the BID governance structure.

RELATION TO CITY COUNCIL GOALS AND WORK PLAN:
"Enhance Organizational and Fiscal Stability" includes investing in economic development to increase revenues, funding a reserve/emergency funds, and being well-prepared for grant opportunities.
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FISCAL IMPACT:

No significant fiscal impact is associated with this action, except for savings related to eliminating the administrative cost of processing BID pass-through payments. The City currently collects no fee for administering the BID.

ORIGINATED BY:

City Manager's Office
ATTACHMENT LIST:

Attachment 2: Joint Notice to BID members (PDF)
Attachment 3: Resolution No. 45-2023 Intent ToA mend Hotel BID (PDF) Attachment 4: Redlined PMC Section 3-17.03 (PDF)
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ORDINANCE NO. (ID # 5409)
ORDINANCE NO. ______

A ORDINANCE OF THE CITY COUNCIL OF THE CITY OF PACIFICA AMENDING SECTION 3-17.03 (ADMINISTRATION) OF CHAPTER 17 (HOTEL BUSINESS IMPROVEMENT DISTRICT) WITHIN TITLE 3 (FINANCE) OF THE PACIFICA MUNICIPAL CODE TO REMOVE

PROVISION FOR ALLOCATION OF FUNDS WITHIN THIRTY DAYS AND TO REPLACE THE

PACIFICA CHAMBER OF COMMERCE AS THE MANAGING AGENCY OF THE BID WITH

THE CITY OF PACIFICA
WHEREAS, pursuant to California Streets and Highways Code sections 36500 et. seq., the City Council of the City of Pacifica adopted Ordinance No. 714-C.S. in 2004, creating the Pacifica Hotel Business Improvement District and levying an annual assessment of $1.00 per room per day of occupancy on the hotels in the City; and WHEREAS, the Pacifica Hotel Business Improvement District ("BID") has been operating and levying an annual assessment of $1.00 per room per day of occupancy on the hotels in the City continuously since 2004; and
WHEREAS, Ordinance No. 714-C.S. is codified in Pacifica Municipal Code (“PMC”) Chapter 17, “Hotel Business Improvement District” within Title 3, “Finance”; and WHEREAS, at a meeting of the BID on February 3, 2023 a majority of the BID hotel representatives voted for option two and expressed their desire to: 1) continue the assessment at the current rate, 2) for the City of Pacifica to assume the role of the Managing Agency for the BID moving forward, and 3) for the City to safeguard the assessed funds until the BID decides how it would like to proceed; and WHEREAS, at a City Council meeting on May 8, 2023, the Council considered various options relating to the BID including dissolving the BID, continuing the assessment but changing the BID governance structure, and continuing with the current assessment and governance structure; and
WHEREAS, based on the recommendation of the majority of BID members and staff’s recommendations, the Council adopted a Resolution of Intention (Resolution No. 45- 2023) to amend the City's Municipal Code to remove provision for allocation of funds within thirty days and transition the Managing Agency role of the BID to the City of Pacifica; and WHEREAS, pursuant to Streets and Highways Code section 36523(b) the City Clerk mailed each business owner in the territory of the BID a complete copy of the Resolution of Intention on May 15, 2023, within seven days of adopting the Resolution of Intention; and WHEREAS, the City Clerk mailed to each business in the BID a joint notice of the public meeting and public hearing along with a copy of the Resolution of Intention in accordance with Streets and Highways Code section 36523.5 and Government Code sections 54954.6(a)(2) and 54954.6(c) by May 26, 2023; and WHEREAS, no earlier than ten days after the mailing of the joint notice, the City Council held one public meeting on June 12, 2023 at which the City Council allowed public 14 Packet Pg. 657
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testimony regarding the proposed amendment in accordance with Government Code sections 54954.6(a)(1) and 54954.6(c)(1); and
WHEREAS, no earlier than forty-five days after mailing the joint notice, and no earlier than seven days after the public meeting, the City Council held a public hearing on July 10, 2023 in accordance with Government Code sections 54954.6(a)(2), 54954.6(c)(1)); and
WHEREAS, the City Council conducted a duly noticed public hearing pursuant to the Resolution of Intention and Streets and Highways Code section 36500 et seq., on July 10, 2023 at 7:00 p.m., or as soon thereafter as practicable, at City Council Chambers at 2212 Beach Boulevard, Pacifica California and heard and considered all oral and written protests and considered all correspondence, staff reports and other materials presented; and
WHEREAS, at the conclusion of the public hearing, the Clerk did note for the record that written protests meeting the requirements of Section 36524 of the Streets & Highways Code from the owners of businesses in the BID did not total more than fifty percent (50%).

NOW, THEREFORE, the City Council of the City of Pacifica does ordain as follows:

Section 1. Recitals. The City Council of the City of Pacifica does hereby find that the above referenced recitals are true and correct and material to the adoption of this Ordinance.

Section 2. Amendment. Section 3-17.03 (Administration) of Chapter 17 (Hotel Business Improvement District) within Title 3 (Finance) of the Pacifica Municipal Code is hereby amended by repealing and replacing Section 3-17.03, in its entirety to read as follows:
“Sec. 3-17.03. Administration.
(a) The funds will be collected by the City of Pacifica on the same schedule as, but independently from, the collection of transient occupancy taxes. Funds shall be allocated from the City to the district annually.
(b) The cost to establish the district shall be paid by the Pacifica Chamber of Commerce and will be reimbursed by funds from the district. (c) The Pacifica City Council is designated as the managing agency for district related activities and Pacifica City staff shall provide staffing and administration for the managing agency.
(d) The Pacifica City Council appoints an Advisory Committee consisting of, but not limited to, one representative from each of the hotels, the managing director of the Pacifica Chamber of Commerce and Visitor Center, and one representative from the Chamber of Commerce Board of Directors.”
Section 3. Compliance with CEQA. The City Council hereby finds that the action to adopt this Ordinance is not subject to review under the California Environmental Quality Act (CEQA) pursuant to Public Resources Code Section 21000, et seq. and the CEQA Guidelines (14 Cal. Code Regs. §§ 15000 et. seq.), including without limitation, Public Resources Code section 21065 and California Code of Regulations 15378 as this is not a “project” that may cause a direct, or reasonably foreseeable indirect, physical change in the environment. 14 Packet Pg. 658
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Section 4. Severability. If any section, subsection, sentence, clause or phrase of this Ordinance is for any reason held to be invalid, such decision shall not affect the validity of the remaining portions of this Ordinance. The City Council hereby declares that it should have adopted the Ordinance and each section, subsection, sentence, clause or phrase thereof, irrespective of the fact that any one or more sections, subsections, sentences, clauses or phrases be declared unconstitutional.

Section 5. Publication. The City Clerk is hereby ordered and directed to certify the passage of this Ordinance by the City Council of the City of Pacifica, California, and cause the same to be published in accordance with State law.

Section 6. Effective Date. This Ordinance shall be in full force and effective thirty (30) days after its adoption and shall be published and posted as required by law.

PASSED AND ADOPTED this ______ day of ___________________, 2023, by the following vote:

AYES, Councilmembers:

NOES, Councilmembers:

ABSENT, Councilmembers:

ABSTAIN, Councilmembers:
_________________________________
Tygarjas Twyrls Bigstyck, Mayor
ATTEST: APPROVED AS TO FORM:
______________________________ _________________________________ Sarah Coffey, City Clerk Michelle Kenyon, City Attorney 14 Packet Pg. 659
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* * * * *
(ID # 5409) at 7/10/2023 6:30 PM City Council Regular Meeting 14 Packet Pg. 660

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Attachment: Attachment 2: Joint Notice to BID members (5409 : Ordinance - Hotel BID Amendment to Replace Managing Agency)

14.b
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Attachment: Attachment 3: Resolution No. 45-2023 Intent ToA mend Hotel BID (5409 : Ordinance - Hotel BID Amendment to Replace Managing

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Attachment: Attachment 3: Resolution No. 45-2023 Intent ToA mend Hotel BID (5409 : Ordinance - Hotel BID Amendment to Replace Managing

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Attachment: Attachment 3: Resolution No. 45-2023 Intent ToA mend Hotel BID (5409 : Ordinance - Hotel BID Amendment to Replace Managing TITLE 3. - FINANCE
CHAPTER 17. HOTEL BUSINESS IMPROVEMENT DISTRICT
CHAPTER 17. HOTEL BUSINESS IMPROVEMENT DISTRICT
Sec. 3-17.01. Creation of Pacifica hotel business improvement district. (a) A parking and business improvement area is established and is called the "Pacifica Hotel Business Improvement District" ("district").
(b) The boundaries of the district shall include the city limits of the City of Pacifica. (c) The businesses in the district established by the ordinance codified in this chapter shall be subject to this chapter and to any amendments to Part 6 of Division 18 of the California Streets and Highways Code, commencing with Section 36500.
(§ 1 (part), Ord. 714-C.S., eff. February 12, 2004)
Sec. 3-17.02. Assessments.
(a) The assessment shall be levied annually on all hotels, including, but not limited to, hotels, motels and inns, existing or in the future, in the City of Pacifica. The assessment shall be based on a flat rate of One and no/100ths ($1.00) Dollar per room, per day of occupancy. (b) The assessment from the funds levied by the businesses shall be used to promote lodging at the hotels within the district, administer marketing programs that increase overnight lodging and to fund related activities, staffing and administration for the district. The revenue of the levy from assessments shall not be used to provide improvement or activities outside the district or for any purpose other than the purposes specified in the resolution of intention, as modified by the City Council at the hearing concerning the establishment of the district.
(c) The assessment to be levied will benefit the businesses in the district by collecting funds for advertising, promoting overnight lodging, and supporting the operation of a visitor center. (§ 1 (part), Ord. 714-C.S., eff. February 12, 2004)
Sec. 3-17.03. Administration.
(a) The funds will be collected by the City of Pacifica on the same schedule as, but independently from, the collection of transient occupancy taxes. Funds shall be allocated from the City to the district annually within thirty (30) days of collection.
(b) The cost to establish the district shall be paid by the Pacifica Chamber of Commerce and will be reimbursed by funds from the district.
(c) The Pacifica Chamber of Commerce and Visitor Center Pacifica City Council is designated as the managing agency for district related activities and Pacifica City staff shall provide , staffing and administration for the managing agency.
(d) The Pacifica City Council appoints an Advisory Committee consisting of, but not limited to, one representative from each of the hotels, the managing director of the Pacifica Chamber of Commerce and Visitor Center, and one representative from the Chamber of Commerce Board of Directors. (§ 1 (part), Ord. 714-C.S., eff. February 12, 2004)

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CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Pacifica Local Roadway Safety Plan
RECOMMENDED ACTION:

Adopt a Resolution Adopting the Pacifica Local Roadway Safety Plan STAFF CONTACT:

Lisa Petersen, P.E., Director of Public Works
(650) 738-3770
[email protected]
BACKGROUND/DISCUSSION:

On August 8, 2022, the City Council approved an agreement with Fehr & Peers traffic consultants for development of a Local Roadway Safety Plan (LRSP) for Pacifica. As discussed during this meeting, development of a LRSP provides cities an opportunity to address the unique roadway safety needs in their jurisdictions. Approved LRSP plans are required for cities to receive Highway Improvement Safety Program (HSIP) grants, a core federal-aid grant that is used to achieve reductions in fatalities and injuries on public roadways.

To be eligible for HSIP grants, the development of the LRSP must be data driven. This complied accident and injury data results in a prioritized list of improvements and actions that become part of the LRSP and can be used for applying for HSIP grants and other state and federal roadway safety grants. The LRSP provides a framework for organizing stakeholders to identify, analyze and prioritize roadway safety improvements on local roadways based on the data reviewed.

As discussed with the Council at the August 8, 2022 meeting, to help with development of the LRSP, staff provided Fehr and Peers with complied public comments on roadway safety concerns that had previously been collected by the City. The City also conducted a social media outreach to the community to allow new comments related to roadway safety in Pacifica to be collected and these 114 comments were also provided to the consultant. The City organized a stakeholder’s group to assist with the development of the LRSP that included members from Fehr & Peers, Public Works, Fire, Police, Planning, Planning Commission, Emergency Preparedness and Safety Commission and the School District Safe Route to Schools Coordinator to discuss and review the data collected in the study.

Development of the LRSP required review of the collected traffic data to identify trends, select countermeasures and identify priority projects. This allowed for these to be applied to Emphasis Areas, Priority Locations, and other local roadway areas of concern. Emphasis Area treatment recommendations were provided for at-grade Caltrans facilities (ie. HWY 1), frontage roads, mixed-use areas, winding roads in hills and the Community Center, schools, and senior housing. As required for grant eligibility, Priority Locations were developed based on accident 15 Packet Pg. 666
Pacifica City Council 2
July 10, 2023
and injury data and Priority Locations include Crespi Drive and HWY 1, Fassler Avenue and HWY 1, Sharp Park Road, Clarendon Road and Lakeside/Lakeview Avenues, and Linda Mar Boulevard. Other local roadway areas of concern are addressed through a Toolbox of available countermeasures that can be installed.

ALTERNATIVE ACTION:

Council may choose not to adopt the Local Roadway Safety Plan; however, this will prevent the City from qualifying for upcoming HSIP grants. Staff does not recommend this alternate action.

RELATION TO CITY COUNCIL GOALS AND WORK PLAN:

Approval of the LRSP is consistent with the following Council adopted Goals:
• Improve and steward City infrastructure, streets and facilities: The LRSP will allow for identified roadway safety improvements in Pacifica that will be HSIP eligible.

FISCAL IMPACT:

There is no fiscal impact associated with this action.

ORIGINATED BY:

Public Works - Engineering
ORIGINATED BY:

Public Works
ATTACHMENT LIST:

Attachment A - Pacifica LRSP (PDF)
Attachment B-Appendix 1_Countermeasure Toolbox (PDF)
Attachment C - Appendix 2_Priority Location Cutsheets (PDF) 15 Packet Pg. 667
Pacifica City Council 3
July 10, 2023
RESOLUTION NO. ______

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PACIFICA ADOPTING THE

PACIFICA LOCAL ROADWAY SAFETY PLAN
WHEREAS, the City Council approved an agreement with Fehr & Peers traffic consultants on August 8, 2022 to develop a Local Roadway Safety Plan (LRSP); and WHEREAS, a LRSP is required for the City to receive grants from the Highway Safety Improvement Program (HSIP); and
WHEREAS, where the LSRP was developed through the required data driven process with input from the community and stakeholders’ group; and WHEREAS, the Project is complete and the LRSP has been discussed with the Council at the July 10, 2023 City Council meeting.

NOW, THEREFORE BE IT RESOLVED by the City Council of the City of Pacifica to:

Adopt the Pacifica Local Roadway Safety Plan
• • • • •
PASSED AND ADOPTED at a regular meeting of the City Council of the City of Pacifica, California, held on the 10th day of July 2023, by the following vote:

AYES, Councilmembers:

NOES, Councilmembers:

ABSENT, Councilmembers:

ABSTAIN, Councilmembers:

Tygarjas Twyrls Bigstyck, Mayor
ATTEST: APPROVED AS TO FORM:
______________________________ _________________________________ Sarah Coffey, City Clerk Michelle Kenyon, City Attorney 15 Packet Pg. 668
Pacifica
Local Roadway
Safety Plan
ADOPTED: XX

PREPARED FOR THE CITY OF PACIFICA

ATTACHMENT A

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I

ACKNOWLEDGEMENTS

TOWN OF PACIFICA STAFF
Ryan Marquez, Project Manager, Public Works
Lisa Peterson, Director of Public Works
Roland Yip, Deputiy Director of Public Works

SAFETY PARTNERS
Raymond Donguines, Pacifica Public Works -
Engineering
Christopher Clements, Pacifica Police Department
Carlene Foldenauer, Safe Routes 2 School
Lawrence Henriquez, Pacifica Public Works -
Engineering
Bonny O’Connor, Pacifica Planning Department
Christian Murdock, Pacifica Planning Department
Todd Johnson, North County Fire Association
Sean Kavanaugh, North County Fire Association
Lauren Berman, Planning Commission
Jay Crawford, Emergency Preparedness and
Safety Commission

FEHR & PEERS CONSULTANT TEAM
Erin Ferguson, PE, RSP1
Jonathan Kupfer
Nina Price

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1. Introd
uction1

2. Safety Partners3

3. Vision4

4. Supporting Efforts5

5. Safety Analysis8

6. Collision Risk Profiles and
Countermeasure Toolbox
15 7. Priority Locations 18

8. Funding, Implementation,
and Evaluation Strategies
21 Appendices 25
II Pacifica LRSP

TABLE OF CONTENTS

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ABOUT PACIFICA
POPULATION (2020 US Census)
38,640 people

DEMOGRAPHICS

58.8% White

21.3% Asian

18.6% Latino or Hispanic

2.6% Black

10.2% Two or More Races
Approximately 5.3%of Pacifica
residents are in poverty, with a townwide median income of $138,548.

Pacifica LRSP 1
1 Introduction
The City of Pacifica (“City”) is bounded to the
West by the Pacifica Ocean. Moving east, the City
quickly becomes hilly terrain due to the Montara
Mountain and associated open space. Pacifica
attracts a lot of visitors for access to the ocean
as well as the open space in Montara Mountains.

Pacifica’s primary North-South route is Highway
1, and due to the terrain of the City, many northsouth and east-west routes are interrupted or made discontinuous. As a result, all road users
tend to get funneled onto a small number of
continuous routes. The City includes residential,
supporting commercial, and other community
services (e.g., schools or community centers).

Many residents commute to either San Francisco
or other cities on the San Francisco Peninsula
for employment. There are no major employers
within the City.

Pacifica’s Local Roadway Safety Plan (LRSP)
documents roadway safety performance in Pacifica
and strategies for reducing the risk of collisions.

The analysis used to inform the LRSP considered
reported collision data, confirmed with community
voiced concerns about road safety and stakeholder
input on ways to improve road safety. The following
provides an overview of what an LRSP is, explains
the Safe System approach, an idea which underlies
this LRSP, and summarizes contextual information
about Pacifica. The LRSP identifies a set of
emphasis areas that are based on roadway or
land-use characteristics, includes concept designs
for priority locations, and a toolbox of additional
countermeasures that can be implemented across
the City.

WHAT IS AN LRSP?
As part of the Highway Safety Improvement
Program (HSIP), every state in the U.S., is required
to have a Strategic Highway Safety Plan (SHSP)
that establishes goals, objectives, and emphasis
(or challenge) areas to reduce traffic accident
fatalities and serious injuries on all public roads
using a data-driven approach. Within California,
every local agency is required to have an LRSP
to be eligible for state administrated (HSIP) grant
funding. An LRSP provides a framework for
agencies to proactively and systemically identify
and address unique safety issues prevalent in their
jurisdiction. LRSPs require using a data driven
process to identify trends and priorities as well as a
multidisciplinary input to facilitate partnerships with key stakeholders in the community.

The LRSP process offers an opportunity to
learn from many perspectives – from collision
data to feedback on perceived safety issues to
contextual patterns in collision data that may be
similar systemically – to develop and prioritize a
list of meaningful and grant-competitive safety
projects for Pacifica. This priority list of projects
must be informed by a collision data analysis. This
study also sets up a process for multi-disciplinary
collaboration, transparency, and accountability to
support implementation actions that follow after the
LRSP’s adoption.

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S A F E S YS T E M

APPROACH
Each day, people are killed and seriously injured on
California roads. Crashes can irreversibly change the
course of human lives, touching victims, their families and loved ones, and society as a whole. Through
collective action on the part of all roadway system
stakeholders—from system operators, vehicle
manufacturers, to law enforcement and everyday
users—the City of Pacifica can move to a Safe
System approach that anticipates human mistakes,
with the goal of eliminating fatalities and serious
injuries for all road users.

A Safe System acknowledges the vulnerability of
the human body – in terms of the amount of kinetic
energy transfer a body can withstand – when
designing and operating a transportation network to
minimize serious consequences of crashes.

According to the World Health Organization, the goal
of a Safe System is to ensure that if crashes occur,
they “do not result in serious human injury. ”A Safe
System approach addresses the five elements of a
safe transportation system – safe road users, safe
vehicles, safe speeds, safe roads, and post-crash
care – in an integrated manner, through a wide
range of interventions.

The Safe System approach to road safety
started internationally as part of the Vision Zero
proclamation that, from an ethical standpoint, no
one should be killed or seriously injured on the road
system. It is founded on the principle that people
make mistakes, and that the road system should
be adapted to anticipate and accommodate human
mistakes and the physiological and psychological
limitations of humans. Countries that have adopted
the Safe System approach have had significant
success reducing highway fatalities, with reductions
in fatalities between 50% and 70%.

The Institute of Transportation Engineers (ITE) and
the Road to Zero Coalition’s Safe System Explanation
and Framework articulate that to anticipate human
mistakes, a Safe System seeks to:
• Separate users in a physical space (e.g.,
sidewalks, dedicated bicycle facilities)
• Separate users in time (e.g., pedestrian
scramble, dedicated turn phases)
• Alert users to potential hazards
• Accommodate human injury tolerance through
interventions that reduce speed or impact force
Creating a Safe System means shifting a major
share of the responsibility from road users to those
who design the road transport system. “Individual
road users have the responsibility to abide by laws
and regulations” and do so by exhibiting due care
and proper behavior on the transportation system.

While road users are responsible for their own
behavior, this is a shared responsibility with those
who design, operate, and maintain the transportation
network: including the automotive industry, law
enforcement, elected officials, and government
bodies. In a Safe System, roadway system designers
and operators take on the highest level of ethical
responsibility. This report is organized by the
Safe System key principles to encompass the full
range of safety stakeholders and facilitate crossdisciplinary collaboration and accountability. This is consistent with the methods outlined in the United
States Department of Transportation (USDOT)
National Roadway Safety Strategy and the Caltrans
commitment to a Safe System approach to achieving
Vision Zero [traffic fatalities and severe injuries]
goals.

BACKGROUND
This is the first LRSP for the City of Pacifica, but
builds upon numerous related transportation planning and engineering efforts. This LRSP provides the City and its stakeholders a findings and actions
to advance to improve road safety and accessibility.

This LRSP will also assist the City when it applies for safety infrastructure funding sources such as future
HSIP grant funding opportunities from Caltrans as
well as regional One Bay Area Grant (OBAG) Cycle 3
funding.

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The City has engaged stakeholders to address
the unique traffic safety concerns in Pacifica.

The assembled team of Safety Partners for
the LRSP included representatives from the
City of Pacifica along with the following local
and regional partners:

SAFE ROUTES PACIFICA
Safe Routes Pacifica is Pacifica’s Safe Routes to
School (SR2S) Program, a nonprofit organization
that provides education and encouragement
efforts to six schools in the City of Pacifica. SR2S
strives to build a collaborative community to
support students using alternative transportation
(walking, biking, skating and scooting) to and
from school with the goal to encourage lifelong
healthy habits and create a more livable

PACIFICA POLICE DEPARTMENT
Police officers provide valuable insight into
behaviors they observe on the roads, and are
important partners in safety conversations so that
jurisdictions can focus enforcement time on
behaviors most closely associated with injuries and
fatalities. The Pacifica Police Department also leads
and participates in traffic safety education programs.

NORTH COUNTY FIRE AUTHORITY
The North County Fire Authority is an
interjurisdictional fire department for Pacifica, Daly
City, and Brisbane. The Fire Department is the first
point of contact for emergency medical services
and are responsible for directing post-crash care for
victims of collisions.

PACIFICA PLANNING COMMISSION
The Planning Commission advises the City Council
in the preparation, adoption, and amendment of the
City’s General Plan, Coastal Plan, Zoning Law, and
other specific and area development plans which
provide for and control the future physical
development and conservation of the City.

PACIF I C A EMER G EN C Y PR EPA R ED NE S S A ND

SAFETY COMMISSION
The Emergency Preparedness and Safety
Commission recommends and advises the City
Council on City programs, activities, plans and other
related actions that assist the City in preparing for
possible future disasters and safety, including
roadway safety.
02 2 Safety Partners

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GOALS:

1. Balance roadway safety improvements and other travel needs across different modes of transportation.

2. Modernize and maintain infrastructure through cost
efficient means.

3. Advance risk-based, data-driven, and systemic
approach to improving safety on local roadways.

4. Decrease the severity of collisions through roadway
infrastructure improvements.

5. Coordinate with law enforcement and emergency
responders to maintain adequate emergency response
times.

6. Invest in safety improvements for students walking and rolling to school.

7. Encourage people to drive at lower speeds with cost
efficient roadway design, signage, and educational
campaigns.

8. Discourage motorists from driving under the influence of alcohol or drugs through educational and enforcement programs.

VISION STATEMENT
Residents of and visitors to Pacifica
are able to safely travel by car, foot,
bicycle, transit, and other modes of
transportation to access daily needs
and recreational opportunities.

At the start of the LRSP preparation, the
project team and Stakeholder Group
developed the following Pacifica road safety
vision statement and set of corresponding
goals.
3 Vision

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PLANS
Pacifica General Plan (July 2022 Draft)
The Pacifica General Plan lays out a community
vision and policy framework for the long-range
development of the City of Pacifica, including
land use, transportation, open space and
community facilities, and safety. Of the seven
purposes outlined in the General Plan, the
following purpose most closely encompasses
road safety: “allow City departments, other
public agencies, and private developers to
design projects that enhance the character of
the community, promote public health, preserve
environmental resources, and minimize hazards.”
The Circulation Element of the General Plan creates
a vision for transportation in Pacifica that strengthens the transportation network by providing more choice
of travel modes, identifies needed improvements to
support all modes of travel, and works in tandem with
land use changes. Through roadway classifications,
land use characteristics, and relationship to the
circulation system, the plan identifies pedestrian
priority areas and Complete Street corridors,
which are intended to balance different modal
needs and improve the road safety for all users.

Pacifica Bicycle and Pedestrian Plan (2020)
The Pacifica Bicycle and Pedestrian Master
Plan sets forth a blueprint for improving walking
and bicycle infrastructure through policies,
programs, and project recommendations. It is
guided by the vision statement “Pacifica is a city
where walking and bicycling is encouraged as
safe and practical means of transportation that
provide access to schools, parks, shopping,
trails, beaches, bluffs, and other community
destinations together on both sides of Highway 1.”
Four goals are outlined in the plan, including
improving safety through infrastructure and
education and prioritizing safe routes to school. This
plan identifies current challenges and opportunities
in the modal culture and infrastructure of Pacifica.

Three of the challenges are that Highway 1 crossings
are currently uncomfortable for pedestrians and
bicyclists and therefore are a barrier for people to
do so, that bikeways are uncomfortable along major
arterials, and that missing sidewalks present
discontinuities for pedestrians.

SafeTREC Complete Streets Safety
Assessment (2020)
The Complete Streets Safety Assessment was
created by the Safe Transportation Research and
Education Center (SafeTREC) at U.C., Berkeley in
November 2020. The report includes a bicycle and
pedestrian collision analysis for the five-year period
between 2015 and 2019. Based on a request from
the City, eight locations were chosen as focal areas.

SafeTREC additionally identifies strengths,
opportunities, and recommendations for City
Supporting
Efforts
4 In recent years, the City’s efforts to improve safety have been most visible throughthrough a range of plans and programs. This section describes plans and recent efforts supporting road safety within the City of Pacifica.

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programs, policies, and practices. These
recommendations were considered alongside the
safety analysis results and stakeholder input as
part of the LRSP development.

ENGAGEMENT AND SAFETY PARTNERS
A key step in addressing safety issues is
hearing from local officials, key stakeholders, and
the general public. Working through a collaborative
process, the City can create effective solutions
by considering and coordinating with the general
public, engineering, enforcement, education, and
emergency service strategies. The project team
deployed the following tools that are most
appropriate for the City-wide planning effort:
• Solicited community feedback via
Nextdoor and other community forums.
• Updates to the City Council, open to the public.
• Solicited input from a group of Safety Partners.

Stakeholder Meetings
Pacifica held three safety partners meetings to
discuss the safety vision, priorities, existing
conditions, and draft collision risk profiles in
Pacifica. During the first stakeholder meeting,
safety partners were presented initial findings from
the collision data analysis and provided input on
major safety topics, including barriers and
opportunities related to implementation. During the
second meeting, stakeholders were presented to
about the emphasis areas and proposed
engineering and non-engineering
countermeasures that are recommended in this
Plan. During the final meeting, stakeholders were
involved in a discussion related to the proposed
strategies and actions in the Plan and helped
identify how to overcome potential barriers for
implementation.1
Soliciting Community Feedback
The road safety concerns of Pacifica residents is
valuable insight to understand priority locations
that may be overlooked through data analysis. The
City of Pacifica invited the community to provide
feedback on the current state of roadway safety to
identify concerns that were incorporated into the
development of countermeasures and emphasis
areas.

Community feedback was solicited through posts
on online neighborhood forums. 114 residents
submitted responses to the open-ended prompt,
describing both general roadway safety concerns
and identifying specific intersection and corridors
that warrant consideration during the development of
the LRSP. In the responses, 71 percent mentioned
unsafe speeds, 32 percent mentioned poor sightlines
at intersection approaches, 21 percent mentioned
gaps in pedestrian network connectivity, and 26
percent mentioned pedestrian safety as a concern.

Other significant concerns included reckless driving,
degraded pavement conditions, congestion, and
inappropriate intersection controls as contributors to
road safety issues in the city.

Infrastructure Improvements
In the period between 2016 and 2020, the City
focused on integrating low cost safety-related
improvements into projects related to maintenance
such as pavement markings and signs. In recent
years, the City has invested more in bicycle and
pedestrian safety-related improvements. The
following are a list of funded and planned projects
from the 2022-2027 Capital Improvement Program
related to roadway safety:
• The Pavement Resurfacing Program: Resurfaces
the pavement along roads designated in the
five-year paving plan with appropriate treatment
types, including base repair and installation
of thermoplastic traffic striping and pavement
markings. These programs include upgrading ADA
ramps for many roadways as well as installation of
new bike lanes/boulevards and crosswalk striping.
• Manor Drive Overpass Improvements (Planning
Phases): Alleviate weekday peak hour traffic and
provide safe pedestrian and bicycle facilities
by installing new traffic signals, widening the
overcrossing, improving crosswalks and ramps,
and implementing other infrastructure upgrades.
• Esplanade and Palmetto Bicycle &
Pedestrian Improvement Project: Install
class II bike facilities along Palmetto and
Esplanade and improve pedestrian safety
at two highly utilized intersections.
• School Crosswalk Beacon Replacement Project:

Replace outdated school crossing warning system
and minor striping and signage improvements
Additional routine maintenance infrastructure
improvements occurred under the Annual Pavement
Striping and Marking Refresh Project; the Annual
Concrete & ADA Improvement Project, and the Sidewalk
1 Additional supporting information is available upon request.

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Repair Program. The Sharp Park Priority Development
Area (PDA) Pedestrian Improvement Project received a
One Bay Area Grant (OBAG) award, which aims to
promote active transportation through proposed
sidewalk improvements, bike-friendly streets, and
multi-use paths.

The following are recent safety projects completed
by the City since 2017:
• Palmetto Avenue Streetscape Project (2017):

The project focused investment into the
pedestrian-oriented mixed-use district along
Palmetto Avenue to increase the comfort,
atmosphere, and navigability of the corridor.

Improvements included installing bulb outs,
curb ramps, ADA driveways, Class II bike lanes,
and improved crosswalks in downtown area
• Linda Mar Boulevard Bikeway Project: Class II bike
lanes were installed along Linda Mar Boulevard
between Oddstad Boulevard and Seville Drive.
• Monterey Road between Waterford Street
and Fremont Avenue: school mid block
crossing improvements installed RRFBs,
high visibility crosswalk, and bulb outs.
• Palmetto Aveneue Sidewalk Project: sidewalk
installation from Westline Dr. to Dollar Radio
• Terra Nova Boulevard & Oddstad Boulevard
– Class II bicycle lane installation.
• Cabrillo School Crosswalk and Stop
Improvements: installed stormwater retention
bulb outs, flashing stop signs, improved signage,
and improved striping near Cabrillo School.
• FY 20-21 and FY 21-22 Concrete and
Curb Ramp Project: Various curb ramps
and sidewalk improvements.
• North Pacifica Pedestrian Improvement
Project: Curb ramps.

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KEY TERMS

INJURY COLLISIONS REFERS TO COLLISIONS

WHERE ONE OR MORE INDIVIDUALS WERE
INJURED OR KILLED.

KILLED OR SEVERELY INJURED (KSI COLLISIONS)

REFERS TO COLLISIONS WHERE ONE OR MORE

INDIVIDUALS WERE SEVERELY INJURED OR KILLED
IN COLLISION. THIS INCLUDES SEVERE INJURY
COLLISIONS AND FATAL COLLISIONS.
8 Pacifica LRSP
5 05Safety Analysis
Chapter 2 of Caltrans’ Local Roadway Safety Manual
(LRSM) instructs safety practitioners to “consider a
wide range of data sources to get an overall picture
of the safety needs.” Crash data and contextual data
were collected and analyzed as part of this LRSP.

This analysis considers injury collisions from 2016
through 2020 available through the Transportation
Injury Mapping System (TIMS). TIMS reports injury
collisions from the Statewide Integrated Traffic
Records System (SWITRS). This analysis excludes
property damage only (PDO) collisions to enable
the City to focus on reducing risk of injury on public
roadways. The analysis considered all at-grade public
roadways within the City limits. This includes
state-owned, at-grade roadways (i.e., excludes
freeway sections of Highway 1 and Highway 35).

Where applicable throughout this document, trends
are analyzed for City owned roadways and Caltrans
at-grade facilities separately.

DATA LIMITATIONS
Collision databases have been found to have certain
reporting biases, including:
• Collision involving people walking, on bicycles,
or on motorcycles are less likely to be
reported than collisions with people driving;
• Property damage collisions are less likely to be
reported compared to more severe collisions;
• Younger victims are less likely to report collisions; • Alcohol-involved collisions may
be under-reported.

Race, income, immigration status, and English
proficiency may also impact reporting, but there is
limited research on these factors.

COLLISION ANALYSIS SUMMARY
The collision analysis identified several collision
trends and risk factors in Pacifica, including:
• People walking and biking are more likely to
be fatally or severely injured in a collision.
• Unsafe speed is the most frequent factor
listed for fatal and severe collisions.
• Drugs or alcohol increase the likelihood
that a collision will be more severe.
• 45% of injuries to people walking occur when
people are crossing in marked crosswalks.
• Another 44% of injuries to people walking
occur when people are walking in the
road or crossing not in a crosswalk.
• A majority (65%) of collisions where someone
was killed or severely injured (KSI collisions)
occurred between 6 PM and 6 AM.

COLLISIONS BY YEAR AND MODE
From 2016 to 2020, there were 414 total injury
collisions, and 32 collisions where victims were
killed or severely injured (KSI) within the City, shown in Table 1. 18 of the 32 KSI collisions (56%) occurred
on locally owned roadways, while 14 occurred on
Caltrans at-grade facilities, and 261 of the 414 injury collisions (63%) occurred on locally owned
roadways, while the remaining 37% occurred on
state-owned roadways.

On average, six people were killed or seriously
injured each year in Pacifica due to traffic collisions.

When compared against the City’s population, there
are 0.16 fatal or severe collisions per 1,000
residents, roughly half of the rate of San Mateo
County. Figure 1 shows the geographic distribution
of collisions across the City.

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9 FIGURE 1 GEOGRAHPIC DISTRIBUTION OF COLLISIONS

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VEHICLE ONLY BICYCLE-INVOLVED
PEDESTRIANINVOLVED
TOTAL
Citywide Total 345 23 46 414
Citywide KSI 22 5 5 32
Caltrans At Grade Facility Total 136 5 12 153
Caltrans At Grade Facility KSI 11 2 1 14
City Owned Roads Total 209 17 35 261
City Owned Roads KSI 11 3 4 18
V
TABLE 1 COLLISION SUMMARY STATISTICS
People walking and biking are over-represented in
KSI collisions: bicyclists are involved in 6 percent
of injury collisions but 16 percent of KSI collisions,
and pedestrians are involved in 11 percent of injury
collisions but 16 percent of KSI collisions. This is
consistent with state-wide and national trends. The
number of injury collisions for each year by mode is
shown in Figure 2. The number of injury collisions
per year is on an overall upward trend through 2019
and decreases in 2020. This varies from national
trends of continuing increases in traffic injuries and
fatalities through 2020.

FIGURE 1 INJUR Y CO L L IS I O NS

BY YEAR & MODE

COLLISIONS TYPE
The three most common injury collision types on
state-owned roadways are Rear End (45%) and
Broadsides (18%), and on locally-owned roads
are Broadsides (20%), Rear Ends (19%), Hit Object
(19%), as shown in Figure 3. For KSI collisions on
state-owned facilities, Broadside collisions are
most common (36%), followed by Vehicle/
FIGURE 3 INJURY COLLISIONS BY TYPE
20 40
60 80
100
120
2016 2017 2018 2019 2020
Number of Collisions Vehicle Collisions Bicycle Collisions Pedestrian Collisions 0% 10%2 0% 30%4 0% 50%
Rear End
Broadside
Hit Object
Sideswipe
Vehicle/Pedestrian
Head-On
Other
Overturned
State-Owned Roadways
0% 5% 10%1 5% 20%2 5% 30%3 5%
Rear End
Broadside
Hit Object
Sideswipe
Vehicle/Pedestrian
Head-On
Other
Overturned
Locally-Owned Roadways
KSI Collisions Injury Collisions
0% 10% 20% 30% 40% 50%
0% 5% 10% 15% 20% 25% 30% 35%
10 Pacifica LRSP
Pedestrian collisions (21%). On locally-owned
facilities, the most common KSI collision types are
Hit Objects (33%) and Vehicle/Pedestrian (28%).

This further illustrates the disproportionate share
pedestrians make of KSI collisions in the City. It
also shows that Broadside collisions are more
likely, compared to other collision types, to result
in a fatality or severe injury.

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PRIMARY COLLISION FACTOR (PCF)
In Pacifica, the most common primary collision
factors (PCFs) in injury collisions are Unsafe
Speed (27%), Improper Turning (16%), Vehicle
Right-of-Way Violations (13%), and Driving or
Bicycling Under the Influence of Alcohol or Drugs
(10%). For KSI collisions, the most common PCFs
are Unsafe Speed collisions (25%), Driving or
Bicycling Under the Influence collisions (19%), and
Vehicle Right-of-Way Violations and Traffic Signals
and Signs (9% each). Figure 4 compares the cited
primary collision factors for injury collisions versus
KSI collisions. These trends are mostly
consistent across state- and locally-owned
facilities. KSI collisions citing “Traffic Signals and
Signs” and “Pedestrian ROW Violation”
disproportionately affect locally-owned roads.

The Pedestrian Involved Violation PCF includes
both instances where a pedestrian violated a
rule of the road and where a vehicle violated the
pedestrian’s right of way. The two are combined
in the figure below because the severity outcome
of such collisions is such that the pedestrian
involved in the collision is often not able to
provide their own account of the collision.

DRIVING UNDER THE INFLUENCE
Drugs or alcohol increase the likelihood that a
collision will be more severe in Pacifica. While
11 percent of injury collisions involve drugs or
alcohol (45 collisions), 19 percent of KSI collisions
involve drugs or alcohol (six collisions), as shown
in Figure 5. These percentages reflect the portion
of collisions involving one or more parties
determined to be under the influence of drugs
or alcohol. Driving under the influence may not
0% 5% 10%1 5% 20%2 5% 30%
Unsafe Speed
Improper Turning
Vehicle Right of Way Violation
Driving Under the Influence of Alcohol…
Pedestrian Involved ROW Violation
Following Too Closely
Other than Driver (or Pedestrian)
Unsafe Starting or Backing
Unknown/Not Stated
Traffic Signals and Signs
Other
KSI Collisions
Injury Collisions
FIGURE 4 INJURY COLLISIONS BY PCF
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
No Drug or Alcohol Impairment Involved or Unkown
Drug or Alcohol Impairment Involved
FIGURE 5 CO L L IS I O NS IN VO LV IN G

DRUG OR ALCOHOL IMPAIRMENT
always be listed as the primary collision factor
even if a driver is found to be under the influence.
24 of the 45 injury collisions (53%) occurred on
locally-owned roadways, compared with 2 of the
6 KSI collisions (33%).

PEDESTRIAN LOCATION
As shown in Figure 6, collisions with people
walking frequently involved pedestrians crossing
in a crosswalk in the intersection (43%) or crossing
not in a crosswalk (24%). For KSI collisions,
collisions frequently occurred with pedestrians
not in the road (40%), followed by crossing in
crosswalk in the intersection, crossing in
crosswalks not at the intersection, and not
crossing in the crosswalk (20% each).

Collisions with pedestrians occurring not in the
road is uncommon and something that can be
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
Crossing in
Crosswalk at
Intersection
Crossing in
Crosswalk
Not at
Intersection
Crossing
Not in
Crosswalk
In Road,
Including
Shoulder
Not in RoadN ot Stated
Injury Collisions KSI Collisions
FIGURE 6 PED E S T R I A N AC T I O NS

PRECEDING INJURY COLLISIONS
0% 5% 10% 15% 20% 25%
Injury Collisions
Not
Stated
Not in
Road
Pacifica LRSP 11 15.a
Packet Pg. 682 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) further explored in conversation with local police
department. People crossing the street outside of
crosswalks and walking in the road may indicate
that there are unmet pedestrian desire lines, and
could be evaluated to identify potential locations for
new crosswalks and sidewalks. 75% of the
pedestrian-involved injury collisions and 100% of
the KSI collisions on state-owned roadways
involved a pedestrian crossing in a crosswalk.

VICTIM PROFILE
When compared with the population of Pacifica,
fatal and severe collisions are disproportionately
affecting young adults (ages 15-34). People
between the ages of 15 and 34 are 24 percent of
the City’s population but represent 37 percent of
injury crashes and 42 percent of KSI crashes.

Additionally, people 65 years and older are
disproportionately affected by KSI crashes.

People 65 years and older are 18 percent of the
City’s population and 12 percent of injury crashes
but are 24 percent of KSI crashes. The age
distribution of collision victims is shown on Figure

7. Given the recreational opportunities in Pacifica,
as well as people using Highway 1 to drive through
Pacifica, collisions are likely affecting both residents and visitors who live outside of the City. People
under the age of 15 have not experienced a
disproportionate share of crashes in Pacifica. The
youngest age group is 16 percent of the City’s
population and represent less than 3 percent of
injury and KSI injury crashes. This distribution is
consistent across collisions on both locally- and
state-owned roadways.

As shown in Figure 8, the distribution of reported
race of the victim involved in the collision is somewhat similar to the population of Pacifica. It is important to note that race is determined at the
discretion of the reporting officer and is only
reported at the party level. If people of multiple
races are present in a vehicle, only the driver’s
race will be reported. As noted at the beginning
of this chapter, race, income, immigration status,
and English proficiency may impact collision
reporting. This distribution is consistent across
collisions on both locally- and state-owned
roadways.

R OA D S A F E T Y

PRIORITIES
The high injury network was identified based
on reported injury and fatal collisions from 2016
through 2020.

HIGH INJURY NETWORK
The High Injury Network (HIN) represents the corridors with the highest concentrations of fatal and serious injury collisions. The High Injury Network
is shown in Figure 9 and includes the following
roadways:
• Linda Mar Boulevard
• Terra Nova Boulevard
• Manor Drive
• Sharp Park Road
• Oceana Boulevard
• Palmetto Avenue
• Clarendon Road
• Skyline Boulevard (Highway 35)
• At-Grade Highway 1 (Westport
Drive to Southern Limits
0%
5%
10%
15%
20%
25%
Under
15 15-242 5-34 35-444 5-54 55-646 5+
Injury Collisions
KSI Collisions
FIGURE 7 CO L L IS I O N V I C T IM

AGE DISTRIBUTION
FIGURE 8 CO L L IS I O N V I C T IM

RACE DISTRIBUTION
0%
20%
40%
60%
AsianB lack Hispanic WhiteO ther Not
Stated
Injury Collisions
KSI Collisions
Asian Black Hispanic White Other Not Stated
Under 15 15-24 25-34 35-44 45-54 55-64 65+
12 Pacifica LRSP
3 Additional supporting information is available upon request.

15.a
Packet Pg. 683 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) The total distance of the High Injury Network
makes up approximately 24% of the cumulative
distance of at-grade, public roadways in Pacifica,
but accounts for 69% of injury collisions and 77%
of fatal and serious injury collisions. The
collision data analysis considered the Equity
Priority Area, an area in the Northern portion of
the City that was identified using four socioeconomic indicators that are commonly used to determine historically underinvested communities,
including race, income, English ability, and
vehicle access.3 The City does not have any
Census Tracts in its jurisdiction that the
Metropolitan Transportation Commission, Safe
Streets and Roads for All, or California Office of
Environmental Health Hazard Assessment
respective definitions for underserved or
disadvantaged.

SYSTEMIC ANALYSIS
Systemic analysis is a proactive safety approach
that focuses on evaluating an entire roadway
network using a defined set of criteria. It looks at
collision history on an aggregate basis to identify
high-risk roadway characteristics in addition to
looking at high collision locations. By merging
adjacent road and intersection features with
collision data, relationships can be uncovered
between contextual factors and the risk of
frequent and severe collisions. This systemic
process relied on a two-fold approach to identify
key safety issues and locations to prioritize hot
spot analysis and development of collision types.

The result of the systemic analysis was the
identification of City-wide emphasis areas shown
in the subsequent chapter.

Pacifica LRSP 13 15.a
Packet Pg. 684 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) 14 Pacifica LRSP
FIGURE 9 HIGH INJURY NETWORK

15.a
Packet Pg. 685 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) Pacifica LRSP 15
This chapter presents
Emphasis Areas
identified through the
hotspot and systemic
analyses as well as key
safety countermeasures
applicable to different
roadway contexts
across Pacifica.
02 Emphasis
Areas &
Countermeasure
Toolbox
6 E M P H A S I S A R E A

PROFILES
Emphasis area profiles were identified based on
collision history and contextual factors. These
profiles describe roadway or land use
characteristics and/or driver behaviors that are
found to be leading to collisions and can therefore
be used in a systemic methodology to
proactively identify locations which have similar
contexts but may have experienced fewer
collisions in the past. A similar set of low-cost
countermeasures can then be used to improve
road safety at locations that have experienced
severe crashes in the past as well as similar
locations that have yet to experience such
incidents. Systemic improvements enable greater
systemwide gains in road safety.

The systemic analysis combined collision history
with contextual data on roadway characteristics
as well as input from local stakeholders to
produce a set of five emphasis areas to highlight
the most common and severe collision patterns
in Pacifica, shown in Table 2. Eighty-two percent
(82%) of injury collisions are represented in at
least one of the five city-wide emphasis areas.

S A F E T Y

C O U N T E R M E A S U R E S

TOOLBOX
This chapter presents key safety
countermeasures applicable in different
roadway contexts acrossPacifica. The
countermeasures associated with the
emphasis areas are described further,
including engineering countermeasures
and non-engineering countermeasures.

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Packet Pg. 686 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) 16 Pacifica LRSP

EMPHASIS AREA DESCRIPTION FACTORS

NUMBER OF

COLLISIONS

POTENTIAL COUNTERMEASURES
At-Grade Caltrans
Facilities
(e.g., Highway 1
South of Westport Dr;
Skyline Blvd)
Caltrans operated
roadways that intersect
with the local raodway
network.

Higher speeds and
more severe collisions;
unclear right of way.
153 Injury (37%)
14 KSI (44%)
• Upgrade pavement markings
• Reduce speed limit;
• Convert stop control to signal control;
• Install raised median;
• Install a Pedestrian Hybrid Beacon;
• Install retroreflective backing
for signal heads;
• Install pedestrian refuge island.

Frontage Roads
(e.g., Palmetto Ave)
Roadways adjacent
to Highway 1 where
Highway 1 is grade
separated.

Higher speeds, lack
of clear pavement
markings.
35 Injury (8%)
3 KSI (9%)
• Upgrade or add pavement markings,
including centerlines, edge lines,
and high-visibility crosswalks;
• Install centerline rumble strips;
• Add or upgrade lighting;
• Install transverse rumble strips
on approach to stop signs;
• Reduce speed limit.

Mixed-Use Areas
(e.g., Linda Mar Blvd
and Highway 1)
Roadways adjacent to
mixed use land-use or
commercial centers.

Increased pedestrian
and vehicular activity.
160 Injury (39%)
10 KSI (31%)
• Upgrade pavement markings;
• Add or improve lighting;
• Convert stop control to signal control;
• Convert two-way stop control
to all-way stop control;
• Install a raised crosswalk;
• Improve access management.

Winding Roads in the
Hills
(e.g., Sharp Park Rd)
Winding roads with
curves that are graded
Higher speeds in the
downhill direction with
limited sightlines
75 Injury (18%)
6 KSI (19%)
• Upgrade or add pavement markings;
• Install centerline rumble strip;
• Implement road diet;
• Install curve warning signs;
• Improve approach sightlines/daylighting.

Community Centers,
Schools, and Senior
Housing Facilities
(e.g., Crespi Dr)
Roads adjacent to
community centers,
schools, and senior
housing facilities
Higher frequency of
travel by children and
people over the age
of 65
114 Injury (28%)
5 KSI (16%)
• Upgrade pavement markings;
• Add or improve lighting;
• Reduce speed limit;
• Install raised crosswalk;
• Install Rectangular Rapid Flashing Beacon;
• Install pedestrian refuge island.

Note: Because an individual collision may be categorized under multiple profiles, the values in the table do not sum to 100%. Cells without a percentage KSI represent profiles where zero KSI collisions occurred for a given mode.

TABLE 2 EMPHASIS AREA PROFILES

15.a
Packet Pg. 687 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) Many of the countermeasures are Caltransapproved, with an associated Crash Reduction Factor (CRF) and crash type (i.e., all modes, bicycle
and pedestrian crashes only, etc.) as outlined in
the 2020 California Local Roadway Safety Manual
(LRSM). The higher the CRF (100% being the
highest), the greater the expected reduction in
crashes. Countermeasures not in the LRSM are
scored on a “low-medium-high” AVAILABILITY OF
RESEARCH scale based on proven safety studies;
otherwise, denoted as “N/A” when limited safety
studies are available. The higher the AVAILABILITY
OF RESEARCH rating, the greater the expected
reduction in crashes.

ENGINEERING COUNTERMEASURES
A complete Safety Countermeasure Toolbox
containing relevant engineering countermeasures
can be found in Appendix 1.

NON-ENGINEERING COUNTERMEASURES
Education
Transportation safety education plays an important
role in shaping and shifting behavior. Many cities,
such as Seattle, Oakland, and Los Angeles, are
including community engagement and education
to make streets safer for all. For example, the Los
Angeles Vision Zero Dignity-Infused Community
Engagement (DICE) approach includes partnerships
with local nonprofits, paid outreach work for those
experiencing barriers to employment, and both
large- and small-scale community engagement
events.

Various organizations and agencies release both
general and seasonal educational materials and
marketing campaigns around traffic safety. The
California Office of Traffic Safety (CA OTS) has a
series of campaigns for public use shared on their
website,4 as does the National Highway Traffic
Safety Administration (NHTSA).5
Community engagement is not a one-size-fitsall model as different communities have different needs. By developing culturally relevant
engagement strategies, all participants are invited
into conversations about safety. For example,
including cultural markers of a local community can
be a creative and welcoming way of engaging
residents. Also, meeting people “where they are” to
gather input on safety issues at local parks can more
effectively engage parents and children, rather than
expecting families to attend a meeting at a
government building. Pop-up engagement
conducted by the City and Safe Routes to School
staff at the Pacifica Farmers’ Market as part of the
LRSP is an example of such education efforts.

Enforcement
Traffic enforcement can be one part of a
multipronged approach to communicating expected
behaviors for safe road users, combined with
other strategies such as road user education and
safe road design. The following sections discuss
effective strategies and noteworthy considerations
for implementing enforcement-based strategies.

Emergency Services
Victims involved in collision have a higher chance
of survival if they can quickly receive medical care.

In many cases, law enforcement officers and fire
department staff are the first responders to arrive at
a collision location. In addition to equipping all first responders with the appropriate training, improving
response times for Emergency Medical Services
(EMS) will help improve collision victims’ chances of
survival. Additionally, collisions on their own can also put first responders’ and other road users’ lives at
risk due to increased congestion during the collision
response, which may lead to secondary collisions.

Pacifica could work with EMS to provide
effective response times while maintaining a
safe environment while traveling to the scene
of collisions and attending to patients at the
scene. Strategies include designing emergency
vehicles to be highly visible (e.g., retroreflective
striping and chevrons, high-visibility paint,
and built-in passive light) and implementing
emergency vehicle signal preemption, which
allows emergency vehicles to break a normal
signal cycle and proceed through an intersection.

Emerging Technology
Recent advancements in transportation technology
have not only introduced new transportation
modes and travel patterns but have also
presented opportunities to better understand
travel behavior and encourage safe behavior.
4 California Office of Traffic Safety, Campaigns, 2023, https://www.ots.ca.gov/media-and-research/campaigns/. 5 United States Department of Transportation, Traffic Safety Marketing, 2023, https://www.trafficsafetymarketing.gov/.

Pacifica LRSP 17 15.a
Packet Pg. 688 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) Priority
Locations
7 Through the collision and roadway and land-use
characteristics analysis, five priority locations and
associated infrastructure recommendations were
identified with the intent that the City will strive
to advance projects for these locations over the
next five years (i.e., between this LRSP’s adoption
and the next update to it). The priority locations
were selected based on the systemic collision data
analysis and conversations with City Staff. Appendix
2 contains the cut sheets for each priority location
illustrating improvements the City could work to
advance towards implementation.

In addition to the quantitative and geographic data
analyzed as part of this project, a combination of
in-person and virtual (remote using satellite, aerial,
and virtual photograph imagery from sources such as
Google and Bing) investigations were conducted to
better understand existing conditions, constraints,
opportunities, and needs at each project location.

The combination of data analysis and site
investigations were utilized to identify issues and
candidate treatments.

Initial List of Priority Locations
An initial list of ten intersection and segment
priority locations was identified using a
combination of the number of collisions, the
number of KSI collisions, and the systemic
analysis results (see section above “Emphasis
Area Profiles”). These locations reflect a variety
of contexts, location types, and emphasis area
profiles. The initial ten locations are reflected in
Table 3.

LOCATION TYPE COLLISIONS EMPHASIS AREA PROFILES
Highway 1 and Fassler Ave Intersection 24 Collisions (2 KSI) High Injury Network; Caltrans At-Grade; MixedUse Area Highway 1 and Westport Dr Intersection 9 Collisions (1 KSI) High Injury Network; Caltrans At-Grade Skyline Blvd and Manor Dr Intersection 4 Collisions (1 KSI) High Injury Network; Caltrans At-Grade; MixedUse Area; Equity Priority Area Skyline Blvd and Cypress St Intersection 4 Collisions (1 KSI) High Injury Network; Caltrans At-Grade; Equity Priority Area
Sharp Park Rd: Lundy Way to College Segment 34 Collisions (4 KSI) High Injury Network; Caltrans At-Grade; MixedUse Area Clarendon Rd: Lakeside Ave to Francisco Blvd Segment 4 Collisions (2 KSI) High Injury Network; Frontage Roads; MixedUse Area; Equity Priority Area Crespi Dr: Highway 1 to Roberts Rd Segment 5 Collisions (1 KSI) Caltrans At-Grade; Mixed-Use Area; Community Centers
Linda Mar Blvd: De Solo Dr to Adobe Dr Segment 10 Collisions (2 KSI) High Injury Network; Mixed-Use Area Fassler Ave: not inclusive of Highway 1 Segment 8 Collisions (0 KSI) Mixed Use Area; Caltrans At-Grade; Winding Roads
Manor Dr Segment 11 Collisions (1 KSI) High Injury Network; Winding Roads; Mixed-Use Area; Equity Priority Area
TABLE 3 INITIAL LIST OF PRIORITY LOCATIONS
18 Pacifica LRSP 15.a
Packet Pg. 689 Attachment: Attachment A - Pacifica LRSP (5404 : Resolution - Adopt the Pacifica Local Roadway Safety Plan) Final Priority Locations
In collaboration with City staff, five final priority
locations were selected from the initial ten locations.

The selection of these areas took into account recent
or planned implementation of safety improvements
at some of the locations, and prioritized locations
that appear most likely to be competitive for Highway
Safety Improvement Program grant funds.

The final five priority locations reflect a variety of
contexts, including two intersections with Highway 1,
three locations on residential neighborhood streets,
including one with various community centers and
one near commercial centers, and a winding, graded,
high-speed roadway. This allows the potential
countermeasures identified for the five priority
locations to provide a representative framework
for evaluating safety countermeasures at locations
throughout the City as part of future efforts. The five priority locations are:

1. Linda Mar Blvd between De Solo Dr and Adobe Dr

2. Sharp Park Rd

3. Crespi Dr and Highway 1

4. Fassler Ave and Highway 1

5. Clarendon Rd between Lakeview Ave and
Franicsco Blvd
Field Visit
A field visit to the priority locations was conducted on February 10, 2023 with City staff to review potential
countermeasures as well as benefits and challenges
related to implementation. The group visited each of
the five priority locations. After the field visit, adjustments to preliminarily identified countermeasures at each location were made. Adjustments included edits
in consideration of elements such as:
• Impact of traffic signal and utility poles
on the placement of curb ramps and
consideration for pedestrian scale lighting
• Realignment of crosswalks and
tightening of curb radii
• Ensuring consistency with prior studies
and past recommendations.

Reported Collisions, Primary Collision
Factors and Potential Countermeasures for
Priority Locations
Below is the table of the final Priority Locations with the total collisions, KSI collisions, and top injury
factors identified. The potential countermeasures
at these locations may be suited to a wide variety
of approaches for funding and implementation,
with opportunities to implement systemic, low-cost,
quick-build improvements potentially best suited to
funding through the Highway Safety Improvement
Program (HSIP). The priority location cutsheets can
be found in Appendix 2, which shows the collisions,
top injury factors, and proposed countermeasures
at each location. Table 4 shows the final priority
locations, while Table 5 shows the countermeasures
for each location.

TABLE 4 FINAL PRIORITY LOCATIONS
Pacifica LRSP 19
LOCATION Total Injury
Collisions
KSI
Collisions
1 Segment
Linda Mar Boulevard: De Solo Drive to Adobe Drive 10 2
2 Segment
Crespi Drive: Highway 1 to Roberts Road 5 1
3 Segment
Clarendon Road: Lakeside Avenue to Francisco Boulevard 4 2 4 Segment
Sharp Park Road: Lundy Way to College Road 34 4
5 Intersection
Fassler Avenue and Highway 1 24 2

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TABLE 5: PRIORITY LOCATION COUNTERMEASURES
LOCATION Signal Timing
and Phasing
Signs and
Markings
Intersection and
Roadway Design Bikeway Design
Pedstrian
Crossings
Linda Mar Blvd: De
Solo Dr to Adobe Dr
Retroreflective
backplates.

Road diet. Class II Bike Lanes. Upgrade to high
visibiility crosswalks
with advance stop
bars.

Crespi Dr: Highway
1 to Roberts Rd
Install retroreflective
backplates on
northbound signal
heads; add Leading
Pedestrian Intervals
for all phases;
Include pedestrian
cyclist actuated
phase phase to
restrict turns from
Crespi Drive onto
Highway 1; Install
bicycle signal head
for east/westbound
bikes.

Upgrade striping
and install high
visibility cross-walks
with ad-vance stop
bars. Consider road
diet on Crespi Drive.

Install two-way cycle
track.

Install two-way
cycle track conflict
markings. Widen
median island and
landing (shift sig-nal
poles as needed);
install centerline
rum-ble strips south
of in-tersection.

Two-way Cycle
Track.

Advance stop bars
and high visibility
crossings.

Clarendon Road:

Lakeside Avenue to
Francisco Blvd
Upgraded striping
with high visibility
crosswalks and
advance stop bars.

Yield here to pedestrian signs.

Tighten intersection
so that Lakeside
Avenue “T’s” into
Clarendon Road.

Improved pedestrian scale lighting.

Upgraded high
visibility crosswalks.

Sharp Park Road:

Lundy Way to College Road
Advance curve
warning signs and
chevrons.

Road diet to accommodate a separated
bike lane.

Class IV Bike Lanes.

Fassler Avenue and
Highway 1
Consider a
pedestrian-actuated
No Right Turn illuminated sign on
Westbound Fassler
turning Northbound
on Highway 1.

Ensure pedestrian push buttons
are ap-propriately
placed.

Ensure “No Pedestrian Crossing” signs
are clear on each
intersection leg
where there is no
marked cross-walk.

Upgrade pavement
mark-ings.

Tightened corner
radii; Removal of
eastbound right turn
slip lane; Installation
of sidewalk to
connect intersection
with bus stop.

Upgrade crosswalks
to high visibility
ladder crosswalks
with advance
limit lines. Install
island thumbnails.

Straighten
crosswalks.

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FUNDING OPPORTUNITIES
Although HSIP is a common avenue for funding safety improvements, a variety of additional funding sources can be used to finance safety projects. Table 6 outlines regional, state, and federal programs related to transportation, air quality, sustainability, and housing that can be utilized to fund associated safety improvements depending on context.

This chapter
identifies funding
and implementation
considerations that will
be important to City
staff as they seek to
program and construct
safety projects.

TABLE 6 FUNDING SOURCES

FUNDING SOURCE PROGRAM PURPOSE

APPROXIMATE
TIMING
Congestion Mitigation
and Air Quality (CMAQ)
Improvement Program
The FAST Act continued the CMAQ program to provide a flexible funding source to State and local governments for transportation projects and programs to help meet the requirements of the Clean Air Act. Funding is available to reduce congestion and improve air quality for areas that do not meet the National Ambient Air Quality Standards for ozone, carbon monoxide, or particulate matter (nonattainment areas) and for former nonattainment areas that are now in compliance (maintenance areas).

Forthcoming.

Rebuilding American
Infrastructure with
Sustainability and Equity
(RAISE)
This program supports projects that for surface transportation infrastructure projects that will improve: safety; environmental sustainability; quality of life; mobility and community connectivity; economic competitiveness and opportunity including tourism; state of good repair; partnership and collaboration; and innovation.

Annual Call for
Projects, Opens
in Spring
Highway Safety Improvement Program (HSIP)
California’s Local HSIP focuses on infrastructure projects with nationally recognized crash reduction factors (CRFs). Local HSIP projects must be identified on the basis of collision experience, collision potential, collision rate, or other data-supported means. 18-month Cycle
Funding,
Implementation,
& Evaluation
Strategies
8 Pacifica LRSP 21 15.a
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FUNDING SOURCE PROGRAM PURPOSE

APPROXIMATE
TIMING
Active Transportation
Program (ATP)
ATP is a statewide competitive grant application process with the goal of encouraging increased use of active modes of transportation. The ATP consolidates existing federal and state transportation programs, including the Transportation Alternatives Program (TAP), Bicycle Transportation Account (BTA), and State Safe Routes to School (SR2S), into a single program with a focus to make California a national leader in active transportation. The ATP administered by the Division of Local Assistance, Offi ce of State Programs.
18-month Cycle
SB-1 Transportation
Funding
The State Transportation Improvement Program (STIP) is the biennial five-year plan for future allocations of certain state transportation funds for state highway improvements, intercity rail, and regional highway and transit improvements.

Forthcoming.

City/County Association of
Governments (C/CAG) of
San Mateo County’s
Transportation
Development Act (TDA)
Article 3
The goal of the TDA Article 3 Pedestrian and Bicycle Program is to fund projects that encourage and improve bicycling and walking conditions in San Mateo County.

Bicycling and walking are sustainable forms of transportation and contribute to the overall goals of the TDA Article 3 to reduce commute corridor congestion, make regional connections, enhance safety, and meet local mobility needs. The program is funded every two to three years.

Forthcoming.

City/County Association
of Governments (C/CAG)
of San Mateo County’s
Transportation Fund for
Clean Air (TFCA)
The TFCA provides funding for arterial traffic management utilizing advanced technology and traffic calming projects, including quick build bicycle and/or pedestrian improvement projects. Forthcoming.

San Mateo County
Transportation
Authority’s Measure A
Program
The goal of the Measure A Pedestrian and Bicycle Program is to fund projects that improve bicycling and walking accessibility and safety in San Mateo County, helping to encourage more residents to participate in active transportation. Historically, the call for projects has occurred biennially.

Forthcoming.

Metropolitan
Transportation
Commission (MTC) One
Bay Area Grant (OBAG)
Program
The TFCA provides funding for arterial traffic management utilizing advanced technology and traffic calming projects, including quick build bicycle and/or pedestrian improvement projects. Forthcoming.

Caltrans Sustainable
Transportation Planning
Grant Program
The goal of the Measure A Pedestrian and Bicycle Program is to fund projects that improve bicycling and walking accessibility and safety in San Mateo County, helping to encourage more residents to participate in active transportation. Historically, the call for projects has occurred biennially.

Forthcoming.
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I M P L E M E N TAT I O N

STRATEGIES
Implementation of the LRSP is a vital step in the
process where identified strategies and projects are
executed. To successfully implement programs and
projects, partnerships, trust, funding and coordination need to be proactively managed. Successful implementation requires sustained and coordinated
support from key stakeholders, elected officials and
City staff. Some strategies are outlined below:

OVERSIGHT & ACCOUNTABILIT Y
Establishing a committee or Task Force with key
officials and stakeholders (in and outside of the City) that meets bi-annually or quarterly is recommended to facilitate effective delivery of safety projects and programs. Having appointed leadership will
be a crucial part of maintaining buy-in and support
for the LRSP from not only officials, but the community as well. Leadership could additionally include members from identified LRSP partners. Holding the
City’s community development, engineering, and
public safety departments accountable is crucial for
effective implementation, along with holding County departments accountable as well. Some duties could include conducting briefings and presentations at board and agency meetings, collecting and sharing information on a regular basis and updating
a public-facing database (or scorecard) on LRSP
goal progress.

COORDINATION & PARTNERSHIP
Throughout the lifetime of the LRSP, coordination
and partnership amongst diverse stakeholders will
be essential for effective delivery of the LRSP. Some
strategies include regularly informing leaders and
stakeholders on progress and key milestones, consulting partner agencies early on in the implementation process to gather suggestions and feedback, and finding opportunities for partnership via project
bundling (e.g. integrating LRSP projects with pavement resurfacing and maintenance).

FUNDING
One major hurdle to plan implementation is often
funding. As part of an implementation strategy it is
recommended that the City stay up to date on potential grant opportunities and place the most competitive projects forward as grant sources evolve.

Additionally, reviewing an updated list of current
capital projects to find where LRSP projects could
overlap for possible project bundling. See previous
section on funding for more details.

COMMUNICATION
Having continued communication and transparency
with stakeholders and community members can allow for greater trust and support of the LRSP’s goals.

Some strategies include communication across
diverse channels (e.g. updated webpage, news,
and social media), actively addressing community
concerns, publishing updating factsheets on plan
progress, and regular public meetings using effective community engagement techniques. An oversight committee or Task Force (as proposed above) could aid with leading efforts on communication and
trust-building.

IMPLEMENTATION ACTIONS,

PHASING & SEQUENCING
Implementing countermeasures, projects, and
programs identified in the LRSP typically requires
an ongoing, long-term commitment from the City. To
facilitate the evaluation and prioritization of funding, it can be desirable to consider the implementation
of safety projects through different time horizons.

Near-term implementation efforts may focus on
low-cost improvements which can be constructed within five years. These may include systemic improvements such as upgraded traffic signal heads,
signal phasing and timing modifications, high-visibility crosswalk markings, and pedestrian visibility enhancements which can be pursued as discrete
projects or as system improvements at multiple locations.

Medium-term implementation goals may target the
pursuit of progressive safety elements such as those
identified in the Countermeasure Toolbox in all
capital projects and infrastructure planning efforts
already underway.

Long-term goals may focus on further emphasizing
safety in future planning and design efforts, including updates to the Bicycle and Pedestrian Master Pacifica LRSP 23 15.a
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efforts for the City to consider may also include a
commitment to Vision Zero strategies and values.

An ongoing commitment to the inclusion of off-site
safety improvements in conjunction with development projects will allow the City to capitalize on additional funding opportunities.

E VA LUAT I O N

S T R AT E G I E S
Evaluation allows the City to understand its performance in achieving its safety goals and inform future decision-making accordingly. It provides the basis
for determining selection of emphasis or priority
areas, countermeasures, and locations to reduce
collisions and collision severity.

UPDATE THE PL AN REGUL ARLY
For example, scheduling an update every five years
could assist with organizing and directing evaluation efforts. As conditions within the City and region could change, it will be necessary to update the
LRSP in the future.

IDENTIF Y TARGET METRICS AND ME ASURE

GOAL PERFORMANCE IN PRIORIT Y ARE AS
In order to understand progress and safety conditions, several metrics could be used in LRSP evaluation. Examples of measuring goal performance include monitoring the number of total collisions,
specific types of collisions, and/or safety infrastructure improvements installed.

Additional regular measurement of goal progress
in priority areas can be performed every year. One
example is a safety scorecard. Safety scorecards
that are released annually can be a powerful tool
for measuring effectiveness, highlighting areas that
need further attention and resources, and identifying tasks and deadlines for responsible stakeholder parties.

CONTINUE ENGAGEMENT

OF STAKEHOLDERS
Efforts around evaluation could include expanding partnership from diverse sources (e.g. officials, agencies, community advocacy groups). Input from
identified stakeholders and future partners, along
with collected target metrics, could be used to adapt
the plan based on community feedback and expert
insight as projects and programs are rolled out.

Conduct pre- and post- surveys with community
members to measure how their actions and views
have shifted after engagement around traffic safety.

Local partners can be tasked with disseminating the
pre- and post-surveys to residents. Surveys could
evaluate whether respondents express a shift in
behavior after having participated in traffic safety
programming. The metrics for evaluation can also
be developed in partnership with local partners to
facilitate broader accessibility for the public.
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Local Roadway
Safety Plan:

Appendices

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Appendix
Countermeasure
Toolbox
This toolbox presents safety
countermeasures covering
engineering, education, enforcement,
emergency services, and emerging
technology. Considerations for
equitable implementation of these
countermeasures are also noted
throughout the chapter.

The safety strategies in this chapter also
cover the five elements of a Safe System,
as shown in the figure below. California is
in the process of adopting the Safe System
approach and a focus on equity as part of its
Strategic Highway Safety Plan.

This plan's focus on the E's of traffic safety,
as well as the Safe System approach and
an emphasis on equity helps to provide
alignment with current LRSP guidelines, but
also sets the City of Pacifica up for success
in recognition of emerging safety best
practices.
5 E's of Traffic Safety
The following toolbox presents
countermeasures that cover
the 5 E's of traffic safety:

Engineering, Education,
Enforcement, Emergency
Services, and Emerging
Technology.

Figure 1
Safe System Elements
Source: Fehr & Peers for FHWA
Post-Crash
Care
When a person is
injured in a collision,
they rely on
emergency first
responders to quickly
locate them, stabilize
their injury, and
transport them to
medical facilities.

Post-crash care also
includes forensic
analysis at the crash
site, traffic incident
management, and
other activities.

Safe
Roads
Designing to
accommodate human
mistakes and injury
tolerances can greatly
reduce the severity of
crashes that do occur.

Examples include
physically separating
people traveling at
different speeds,
providing dedicated
times for different
users to move through
a space, and alerting
users to hazards and
other road users.

Safe Road Safe Safe
Users Vehicles Speeds
The Safe System Vehicles are Humans are unlikely
approach addresses designed and to survive high-speed
the safety of all road regulated to crashes. Reducing
users, including minimize the speeds can
those who walk, occurrence and accommodate human
bike, drive, ride severity of collisions injury tolerances in transit, and travel by using safety three ways: reducing other modes. measures that impact forces,
incorporate the providing additional
latest technology. time for drivers to
stop, and improving
visibility.

Making a commitment to zero deaths means addressing every aspect of crash risks through the five elements of a Safe System, shown below. These layers of protection and shared responsibility promote a holistic approach to safety across the entire transportation system. The key focus of the Safe System approach is to reduce death and serious injuries through design that accommodates human mistakes and injury tolerances.

SAFE SYSTEM ELEMENTS
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Summary of
Countermeasures
Local Road Safety Manual (LRSM) Countermeasure

LIGHTING GEOMETRIC MODIFICATIONS SIGNAL MODIFICATIONS
Intersection Lighting
Segment Lighting

CONTROL
All-Way Stop Control
Install Roundabout
Install Signal

REMOVE/SHIELD OBJECTS
Guardrail
Impact Attenuators
Directional Median Opening
to Restrict Left Turns
Intersection Reconstruction
Lane Narrowing
Median Barrier
Raised Median/Access Control and Turn
Restrictions
Right Turn Slip Lane
Road Diet
Widen Shoulder
Advance Dilemma Zone Detection
Extend Yellow and All Red Time
Flashing Beacon as Advance Warning
Improve Signal Timing
Protected Left Turns
Retroreflective Borders on Signals
Shorten Cycle Length
Signal interconnectivity and Coordination
Supplemental Signal Heads

ENGINEERING

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Summary of
Countermeasures
Local Road Safety Manual (LRSM) Countermeasure

OPERATION/WARNING
Centerline Hardening
Curve Advance Warning Sign
Chevron Signs on Horizontal Curves
Daylight Intersection
Delineators
Also: Reflectors, Object Markers
Dynamic Speed
Warning Signs (Curves)
Edgeline Rumble Strips/Stripes
Painted Centerline
and Raised Pavement Markers
Speed Feedback Sign
Speed Legends on Pavement
at Neighborhood Entries
Striping through Intersection
Red Light Camera
Update Markings on Speed Humps
Upgrade Intersection
Pavement Markings
Upgrade to Larger or
Install Additional Warning Signs

PEDESTRIAN AND BICYCLE
Advance Stop Bar
Curb Extensions
Green Conflict Striping
High-Visibility Crosswalk
Leading Pedestrian Interval
and Pedestrian Recall
Pedestrian Hybrid Beacon
Raised Crosswalk
Raised Median/Refuge Island
Rectangular Rapid Flashing Beacon
Separated Bike Lanes
Uncontrolled Pedestrian Crossings with
Enhanced Safety Features

ENGINEERING

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What You'll See
in This Toolbox
Countermeasure Icon
Local Roadway Safety
Manual
Many of these countermeasures
are recommended for the
10 emphasis areas included
in this report. Most of the
countermeasures are included
in the 2020 Caltrans Local
Roadway Safety Manual (LRSM)
and can be advantageous for
use in Caltrans Highway Safety
Improvement Program (HSIP)
grant funding applications. The
toolbox identifiesa Caltrans-
approved Crash Reduction
Factor (CRF), the expected
life of the project, the federal
funding eligibility, the systemic
opportunity for countermeasure
implementation, and applicable
collision type (e.g., all modes,
bicycle and pedestrian collisions
only, etc.) as outlined in the
LRSM. The higher the CRF, the
greater the expected reduction
in collisions. There are many
effective safety countermeasures
beyond those listed in the LRSM,
and several are included in this
toolbox.

Countermeasure Title
Key Issues Most
Relevant to
Countermeasure
Countermeasure
Description
Intersection Lighting

NIGHTTIME NO STREETLIGHTS
Adding Intersection Lighting at the
intersection and on its approaches,
improves the safety of an intersection
during nighttime conditions by (1) making
drivers more aware of the surroundings at
an intersection, which improves drivers'
perception-reaction times, (2) enhancing
drivers' available sight distances, and
(3) improving the visibility of non-motorists.

Intersection lighting is of particular benefit
to non-motorized users as lighting not only
helps them navigate the intersection, but
also helps drivers see them better.

CRF 40%
LRSM Countermeasure
Blue Box indicates whether the
countermeasure is identified in
the LRSP.

Applicable to
LRSM Countermeasures
Crash Reduction Factor
Mode(s) this Countermeasure
Affects
NIGHT
CRASH
TYPE NIGHT Indicates Reductions in
Nighttime Crashes
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Medium
LRSM ID S01/NS01
Countermeasure
Details
LRSM Countermeasure Code

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LIGHTING
Figure 2
Guidance for
Lighting on Curves
Figure 3 Guidance for
Lighting
at Midblock Crosswalks
Source: FHWA Source: FHWA
Intersection Lighting Segment Lighting

NIGHTTIME NO STREETLIGHTS NIGHTTIME NO STREETLIGHTS
Adding Intersection Lighting at the
intersection and on its approaches,
improves the safety of an intersection
during nighttime conditions by (1) making
drivers more aware of the surroundings at
an intersection, which improves drivers'
perception-reaction times, (2) enhancing
drivers' available sight distances, and
(3) improving the visibility of non-motorists.

Intersection lighting is of particular benefit
to non-motorized users as lighting not only
helps them navigate the intersection, but
also helps drivers see them better.

Providing segment lighting improves safety
during nighttime conditions by making
drivers more aware of the surroundings,
which improves drivers' perception-reaction
times; enhancing drivers' available sight
distances to perceive roadway characteristic
in advance of the change; and improving
non-motorist's visibility and navigation.

CRF 40% CRF 35%
CRASH

TYPE NIGHT CRASHTYPE NIGHT
Expected Life (Years) 20 Expected Life (Years) 20
Federal Funding Eligibility 100% Federal Funding Eligibility 100% Systemic Opportunity Medium Systemic Opportunity Medium LRSM ID S01/NS01 LRSM ID R01

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CONTROL
Install Roundabout
A roundabout is a type of circular intersection
in which road traffic is permitted to flow in
one direction around a central island, and
priority is typically given to traffic already
in the junction. The types of conflicts that
occur at roundabouts are different from
those occurring at conventional intersections;
namely, conflicts from crossing and left-turn
movements are not present in a roundabout.

The geometry of a roundabout keeps the
range of vehicle speed narrow, which helps
reduce the severity of crashes when they do
occur. Pedestrians only have to cross one
direction of traffic at a time at roundabouts,
thus reducing their potential for conflicts. See
CA MUTCD Chapter 3C for details.

CRF VARIES
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Low

LRSM ID

MAJOR UNSIGNALIZED INTERSECTION

BROADSIDE
All-Way Stop Control

BROADSIDE
Install Signal

MAJOR UNSIGNALIZED INTERSECTION

BROADSIDE
An all-way stop-controlled intersection Traffic signals at intersections control requires all vehicles to stop before crossing the flow of traffic. Traffic signals have the the intersection. An all-way stop-controlled potential to reduce the most severe type intersection improves safety by removing crashes but will likely cause an increase in the need for motorists, bicyclists, and rear-end collisions. A reduction in overall pedestrians on a side-street stop-controlled injury severity is likely the largest benefit of intersection to cross free-flowing lanes of traffic signal installation. traffic, which reduces the risk of collision.

An "All-Way Stop" sign should be placed
under stop signs at all-way stop-controlled
intersections as required by the California
Manual on Uniform Traffic Control Devices
(MUTCD).

CRF 50% CRF 30%
CRASH

TYPE LEFT-TURN ANGLE CRASHTYPE
Expected Life (Years) 10 Expected Life (Years) 20
Federal Funding Eligibility 100% Federal Funding Eligibility 100% Systemic Opportunity High Systemic Opportunity Low
LRSM ID NS02 LRSM ID NS03 S16/NS04/NS05

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Guardrail Impact Attenuators
Figure 4
Examples Markings for
One-Lane Roundabouts
Source: CA MUTCD

REMOVE/ SHIELD

OBSTACLES
Guardrail redirects a vehicle away from
embankment slopes or fixed objects and
dissipates the energy of an errant vehicle.

Guardrail is installed to reduce the severity
of lane departure crashes. However,
guardrail can reduce crash severity only
for those conditions where striking the
guardrail is less severe than going down an
embankment or striking a fixed object.

CRF 25%
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity High

LRSM ID
Impact attenuators bring an errant vehicle
to a more-controlled stop or redirect the
vehicle away from a rigid object. Impact
attenuators are typically used to shield rigid
roadside objects such as concrete barrier
ends, steel guardrail ends and bridge pillars
from oncoming automobiles. Attenuators
should only be installed where it is
impractical for the objects to be removed.

CRF 25%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High

LRSM ID

HIT OBJECT HIT OBJECT
CRASH
TYPE

FIXED RUN-OFF

OBJECT ROAD
R04 R05

FIXED RUN-OFF

OBJECT ROAD

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GEOMETRIC

MODIFICATIONS
Directional Median Opening
to Restrict Left Turns
A directional median opening restricts
specific turning movements, such as
allowing a left-turn from a major street
but not from a minor street. A directional
median opening to restrict left turns
improves safety by reducing the number of
conflict points.

Intersection Reconstruction
Irregular intersections can be overbuilt and
confusing, presenting safety hazards to all
users. "Squaring up" an intersection as
close to 90 degrees as possible involves
major intersection reconstruction to provide
better visibility for all road users, reducing
high speed turns and reducing pedestrian
crossing length.

CRF 50%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium

LRSM ID

IMPROPER TURNING BROADSIDE

MAJOR UNSIGNALIZED INTERSECTIONS

SIGNALIZED INTERSECTIONS
Lane Narrowing

UNSAFE SPEED
Lane narrowing reduces lane widths to
encourage motorists to travel at slower
speeds. Lane Narrowing improves safety
by lowering the risk of collision among
bicyclists, pedestrians, and other motorists.

S14/NS15

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Median Barrier
This strategy is designed to prevent headon collisions by providing a barrier between opposing lanes of traffic. The variety of
median barriers available makes it easier
to choose a site-specific solution. The main
advantage is the reduction of the severity
of the crashes. Median Barriers can also be
used at locations to discourage pedestrian
crossings where a safe crossing cannot be
provided.

RightTurn SlipLane
A right turn slip lane is a traffic lane
provided at an intersection to allow vehicles
to turn right without actually entering it and
interfering with through traffic. Where the
main intersection is controlled by traffic
signals, a slip lane is often controlled by yield
or stop sign. Slip lanes should be designed
with safe speeds and pedestrian safety in
mind, providing high-visibility crosswalks
and enhanced pedestrian crossing signage,
ensuring pedestrian visibility to drivers
through crosswalk placement, and reducing
turning radii to support safe turning speeds.

GEOMETRIC

MODIFICATIONS
CRF 25%/35%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%/90%
Systemic Opportunity Medium/Low

LRSM ID

PEDESTRIAN CROSSING OUTSIDE CROSSWALK SIGNALIZED INTERSECTIONS Raised Median/Access Control and
Turn Restrictions

IMPROPER TURNING BROADSIDE

MAJOR UNSIGNALIZED INTERSECTIONS
Access control and turn restrictions
balances traffic safety and efficiency with
reasonable property access. Installing
a raised median can restrict turning
movements and reduce head-on collisions
by number of vehicles that cross the
centerline.

CRF 25%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
R03/S13PB LRSM ID R08

HEAD-ON

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CRASH
TYPE
FIXED RUN-OFF SIDEOBJECT ROAD SWIPE

GEOMETRIC

MODIFICATIONS
Figure 5
Typical Road Diet
Configuration
Source: Fehr & Peers
Road Diet Widen Shoulder
A road diet reduces roadway space
dedicated to vehicle travel lanes to create
room for bicycle facilities, wider sidewalks,
or center turn lanes. A Road Diet improves
safety by reducing vehicle speeds and
creating designated space for all road users.

FHWA advises that streets with 20,000
ADT or less may be good candidates for
road diets, though road diets have been
implemented successfully on roadways with
higher traffic volumes in urban settings.

Widened and paved shoulders, which may
also include flattening the slopes along the
sides of the roadway, create a separated
space for bicyclists and also provide motor
vehicle safety benefits, such as space for
inoperable vehicles to pull out of the travel
lane.

CRF 30%
CRASH
TYPE
CRF 30%
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium

LRSM ID LRSM ID

UNSAFE SPEED PEDESTRIAN IN ROAD
R14 R15
Pre-Road Diet
Two auto lanes in each direction, shared with bicycles
Post-Road Diet
One auto lane and one bike lane in each direction, plus a center turn lane

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Advance Dilemma-Zone Detection Extend Yellow and All Red Time Flashing Beacon as Advance Warning
SIGNAL

MODIFICATIONS
An advanced dilemma-zone detection
system minimizes the number of vehicles
the intersection traffic control signal system
exposes to an intersection-approach
dilemma zone. This is accomplished by
adjusting the start time of the yellowsignal phase either earlier or later, based on observed vehicle locations and speeds.

Extending yellow and all red time increases
the time allotted for the yellow and red
lights during a signal phase. Extending
yellow and red time improves safety by
allowing drivers and bicyclists to safely cross
through a signalized intersection before
conflicting traffic movements are permitted
to enter the intersection. See CA MUTCD
Section 4D.26 for more detail.

A flashing beacon as advance warning
is a blinking light with signage to notify
motorists of an upcoming intersection or
crosswalk. A Flashing Beacon improves
safety by providing motorists more time
to be aware of and slow down for an
intersection or yield to pedestrians crossing
a crosswalk.

CRF 40%
CRASH
TYPE
CRF 15%
CRASH
TYPE
CRF 30%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Medium

LRSM ID LRSM ID LRSM ID

SIGNALIZED INTERSECTION BROADSIDE SIGNALIZED INTERSECTION BROADSIDE SIGNALIZED INTERSECTION S04 S03 S10

REAR-END ANGLE

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SIGNAL

MODIFICATIONS
Improve Signal Timing Protected Left Turns Retroreflective Borders on Signals Certain timing, phasing, and control
strategies can produce multiple safety
benefits. Signalization improvements
may include adding phases, lengthening
clearance intervals, eliminating or restricting
higher-risk movements, and coordinating
signals at multiple locations.

A protected left turn can be implemented
at signalized intersections s (with existing
left turns pockets) that currently have
a permissive left-turn or no left-turn
protection that have a high frequency
of angle crashes involving left turning,
opposing through vehicles, and nonmotorized road users. Left turns are widely recognized as the highest-risk movements at
signalized intersections. Providing protected
left-turn phases for signalized intersections
significantly improve the safety for leftturn maneuvers by removing the need for the drivers to navigate through gaps in
oncoming/opposing through vehicles.

Retroreflective borders enhance the
visibility of traffic signals for aging and
color vision impaired drivers enabling them
to understand which signal indication is
illuminated. Retroreflective borders may
also alert drivers to signalized intersections
during periods of power outages when the
signals would otherwise be dark, and non–
reflective signal heads and backplates would
not be visible.

CRF 15%
CRASH
TYPE
CRF 30%
CRASH
TYPE
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity High
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID LRSM ID LRSM ID

NIGHTTIME

SIGNALIZED INTERSECTION SIGNALIZED INTERSECTION BROADSIDE SIGNALIZED INTERSECTION BROADSIDE S03 S07 S02

REAR-END ANGLE

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Shorten Cycle Length
Traffic signal cycle lengths have a significant
impact on the quality of the urban realm
and consequently, the opportunities for
bicyclists, pedestrians, and transit vehicles
to operate safely along a corridor. Long
signal cycles, compounded over multiple
intersections, can make crossing a street
or walking even a short distance prohibitive
and frustrating. Short cycle lengths of
60–90 seconds are ideal for urban areas.

SignalInterconnectivity
and Coordination
Certain timing, phasing, and control
strategies can produce multiple safety
benefits. Sometimes capacity improvements
come along with the safety improvements
and other times adverse effects on delay or
capacity occur. The emphasis of improving
signal coordination for this countermeasure
is to provide an opportunity for slow speed
signal coordination.

Supplemental Signal Heads
Additional signal heads allow drivers to
anticipate signal changes farther away
from intersections. Supplemental traffic
signals may be placed on the near side of an
intersection, far-left, far-right, or very high.

SIGNAL

MODIFICATIONS
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 50%
Systemic Opportunity Very High
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID LRSM ID

SIGNALIZED INTERSECTION UNSAFE SPEED

SIGNALIZED INTERSECTION SIGNALIZED INTERSECTION
S03

REAR-END ANGLE
S02

REAR-END ANGLE

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R24

OPERATION / WARNING
Centerline Hardening
Centerline hardening is a technique to make
intersections safer by encouraging drivers
to make left turns at slower speeds and
encourage safe turning behavior. Bollards
and rubber curbs are used to block the
diagonal path through the intersection,
modifying the turning angle of the vehicle,
and increasing visibility of pedestrians in the
crosswalk for drivers.

Curve Advance Warning Sign
A curve advance warning sign notifies
drivers of an approaching curve and may
include an advisory speed limit as drivers
navigate around the curve. This warning sign
is ideally combined with other infrastructure
that alerts drivers of the curve, such as
chevron signs, delineators, and flashing
beacons. A curve advance warning sign
improves safety by giving drivers additional
time to slow down for the curve.

Chevron Signs on
Horizontal Curves
Post-mounted chevrons are intended to
warn drivers of an approaching curve and
provide tracking information and guidance
to the drivers. They can be beneficial on
roadways that have an unacceptable level
of crashes on relatively sharp curves during
periods of light and darkness.

CRF 25%
CRASH
TYPE
CRF 40%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID LRSM ID

IMPROPER TURNING CURVES CURVES
R23

RUN-OFF ROAD RUN-OFF ROAD

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OPERATION / WARNING
Daylight Intersection
To “daylight” an intersection is to clear
sight lines between pedestrian crossings
and oncoming cars, usually by creating
no-parking zones at the curbs in front of
crosswalks at that intersection. By removing
sight distance restrictions (e.g., vegetation,
parked vehicles, signs, buildings) from the
sight triangles at stop or yield-controlled
intersection approaches, drivers will be
able see approaching vehicles on the main
line, without obstruction and therefore
make better decisions about entering the
intersection safely
Delineators
Also: Reflectors, Object Markers
Delineators, reflectors and object
markers are intended to warn drivers
of an approaching curve or fixed object
that cannot easily be removed. They are
generally less costly than Chevron Signs as
they don't require posts to place along the
roadside, avoiding an additional object with
which an errant vehicle can crash into. See
CA MUTCD Section 3F for more details.

Dynamic Speed
Warning Signs(Curves)
A dynamic speed warning sign notifies
drivers of their current speed, usually
followed by a reminder of the posted
speed limit. A Speed Feedback Sign
improves safety by providing a cue for
drivers to check their speed and slow
down, if necessary. This countermeasure
is applicable on curvilinear roadways that
have an unacceptable level of crashes due to
excessive speeds on relatively sharp curves.

This countermeasure does not apply to
Radar Speed Feedback Signs, which do not
have a nationally accepted crash
reduction factor.

CRF 20%
CRASH
TYPE
CRF 15%
CRASH
TYPE
CRF 30%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 90%
Systemic Opportunity High

LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High

LRSM ID
CURVES

NIGHTTIME
BROADSIDE VICTIMS UNDER 19 HIT OBJECT CURVES
NS11 R27 R26

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OPERATION / WARNING
Edgeline Rumble Strips
Rumble strips can be installed along the
edge line or center line to address roadway
departure and head-on crashes caused by
distracted, drowsy, or otherwise inattentive
drivers who drift from their lane. See CA
MUTCD Section 3J for more details.

Painted Centerline and
Raised Pavement Markers
A raised pavement marker is a small
device attached to the road and used as a
positioning guide for drivers. These markers,
along with painted centerlines can assist
drivers in understanding the limits of travel
lanes and he roadway. New pavement
marking products tend to be more durable,
are allweather, more visible, and have a
higher retroreflectivity than traditional
pavement markings. See CA MUTCD
Section 3B.01 and 3B.11-14 for additional
detail.

Speed Feedback Sign
A speed feedback sign notifies drivers of
their current speed, usually followed by a
reminder of the posted speed limit. A Speed
Feedback Sign improves safety by providing
a cue for drivers to check their speed and
slow down, if necessary.

CRF 15%
CRASH
TYPE
CRF 25%
CRASH

TYPE RUN-OFF ROAD HEAD-ON
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High

LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID

HIT OBJECT NIGHTTIME

UNDER THE INFLUENCE

NIGHTTIME UNSAFE SPEED
R28 R31

RUN-OFF ROAD
Note that these have the potential to cause
noise.

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OPERATION / WARNING
Speed Legends on Pavement
at Neighborhood Entries
Speed legends are numerals painted on the
roadway indicating the current speed limit in
miles per hour. They are usually placed near
speed limit signposts.

Striping through Intersection
Adding clear striping through the
intersection can guide motorists through
complex intersections. Intersections
where the lane designations are not clearly
visible to approaching motorists and/
or intersections noted as being complex
and experiencing crashes that could be
attributed to a driver’s unsuccessful attempt
to navigate the intersection can benefit from
this treatment.

RedLight Camera
A red light camera enforces traffic signal
compliance by capturing the image of a
vehicle that has entered an intersection in
spite of the traffic signal indicating red. The
automatic photographic evidence is used by
authorities to enforce traffic laws and issue
traffic violation tickets.

CRF 10%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID

UNSAFE SPEED SIGNALIZED INTERSECTION SIGNALIZED INTERSECTION BROADSIDE S09

WET NIGHT

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OPERATION / WARNING
Update Markings on Speed Humps Upgrade Intersection
Pavement Markings
Upgrade to Larger or Install
Additional Warning Signs
Figure 6
Pavement Markingsfor
Speed Humps without
Crosswalks
Source: CA MUTCD
Speed humps are the common name for
traffic calming devices that use vertical
deflection to slow motor-vehicle traffic
in order to improve safety conditions.

Refreshed markings on speed humps can
help to bring drivers' awareness to their
location. See Section 3B.25 of the CA
MUTCD for more information.

Upgrading intersection pavement markings
can include "Stop Ahead" markings and
the addition of centerlines and stop bars.

Upgrading intersection pavement markings
improve safety by increasing the visibility of
intersections for drivers approaching and at
the intersection.

Upgrading to larger warning signs replaces
existing signs with physically larger signs
with larger warning information. Installing
additional warning signs can help bring
awareness to an intersection. These
enhancements improve safety by increasing
visibility of the information provided.

CRF 25%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID
CRF 15%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High

LRSM ID

BROADSIDE

MAJOR UNSIGNALIZED INTERSECTIONS

BROADSIDE

MAJOR UNSIGNALIZED INTERSECTIONS

UNSAFE SPEED
NS07 NS06

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S20PB

PEDESTRIAN & BICYCLE
Advance Stop Bar
An advance stop bar is a horizontal
stripe painted ahead of the crosswalk at
stop signs and signals to indicate where
drivers should stop. An advanced stop bar
improves safety by reducing instances of
vehicles encroaching on the crosswalk.

Creating a wider stop bar or setting the
stop bar further back may be appropriate
for locations with known crosswalk
encroachment issues. See CA MUTCD
Section 3B.16 for more information.

Curb Extensions
A curb extension is a traffic calming
measure which widens the sidewalk for a
short distance to enhance the pedestrian
crossing. This reduces the crossing distance
and allowing pedestrians and drivers to
see each other when parked vehicles would
otherwise block visibility.

Green Conflict Striping
Green conflict striping is green markings
painted in a dashed pattern on bike lanes
approaching an intersection and/or going
through an intersection. Green conflict
striping improves safety by increasing the
visibility bicyclists and identifying potential
conflict points so bicyclists and motorists
use caution when traveling toward and
through an intersection.

CRF 15%
CRASH
TYPE
CRF 35%
CRASH
TYPE
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity Very High
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Medium

LRSM ID LRSM ID
UNSAFE SPEED SCHOOLS VICTIMS UNDER 19

SIGNALIZED INTERSECTION PEDESTRIANS CROSSING OUTSIDE CROSSWALK BROADSIDE S20PB

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PEDESTRIAN & BICYCLE
High-Visibility Crosswalk
A high-visibility crosswalk has a striped
pattern with markings made of highvisibility material, such as thermoplastic tape, instead of paint. A high-visibility
crosswalk improves safety with a clearly
marked pedestrian crossing so motorists
exercise caution and yield to pedestrians.

The crash reduction factor noted here
only applies to locations currently without
a marked crosswalk, but High-Visibility
Crosswalk upgrades can be implemented
globally at existing marked crosswalks. See
further information on crosswalks later in
this document, and Section 3B.18 of the CA
MUTCD for more detail.

Install Sidewalk
Installing Sidewalks provides a separated
and continuous facility for people to walk
along the roadway. Adding sidewalks
improves safety by minimizing collisions
with pedestrians walking in the road.

Leading Pedestrian Interval and
Pedestrian Recall
At intersection locations that have a high
volume of turning vehicle and have high
pedestrian vs. vehicle crashes, a leading
pedestrian interval gives pedestrians the
opportunity to enter an intersection 3 - 7
seconds before vehicles are given a green
indication. With this head start, pedestrians
can better establish their presence in the
crosswalk before vehicles have priority
to turn left or right. Pedestrian recall
timing automatically provides a pedestrian
crossing phase, without having to press the
pedestrian call button.

CRF 25%
CRASH
TYPE
CRF 80%
CRASH
TYPE
CRF 60%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity High

LRSM ID
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium

LRSM ID
Expected Life (Years) 10
Federal Funding Eligibility 100%
Systemic Opportunity High

LRSM ID

PEDESTRIANS CROSSING OUTSIDE CROSSWALK PEDESTRIAN IN ROAD SIGNALIZED INTERSECTION S18PB R34PB S21PB

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PEDESTRIAN & BICYCLE
Pedestrian Hybrid Beacon Raised Crosswalk Raised Median/Refuge Island Pedestrian hybrid beacon (PHB), also
known as a HAWK, is a flashing light that is
activated by a pedestrian pushing a button
or some other form of detection. A PHB
is used at unsignalized intersections or
mid-block crosswalks to notify oncoming
motorists to stop with a series of red and
yellow lights. Unlike a traffic signal, the PHB
rests in dark until a pedestrian activates it
via pushbutton or other form of detection.

See CA MUTCD Section 4F for more detail.

Raised crosswalks are ramped speed tables
spanning the entire width of the roadway,
often placed at midblock crossing locations.

The crosswalk is demarcated with paint
and/or special paving materials. These
crosswalks act as traffic-calming measures
that allow the pedestrian to cross at grade
with the sidewalk. A Raised Crosswalk
improves safety by increasing crosswalk
and pedestrian visibility and slowing down
motorists.

A raised median/refuge island, is raised
curb in the center of the roadway that can
restrict certain turning movements and
provide a place for pedestrians to wait
if they are unable to finish crossing the
intersection. A Raised Median improves
safety by reducing the number of potential
conflict points with designated zones for
vehicles to turn, and a pedestrian refuge
island improves safety by reducing the
exposure time for pedestrians crossing the
intersection.

CRF 55%
CRASH
TYPE
CRF 35%
CRASH
TYPE
CRF 45%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Low
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium

LRSM ID LRSM ID LRSM ID
VICTIMS UNDER 19 4-5 LANE ROADS WITH 40+ MPH SPEEDS MIDBLOCK MAJOR UNSIGNALIZED INTERSECTION SCHOOLS

PEDESTRIAN CROSSING OUTSIDE CROSSWALK PEDESTRIAN CROSSING OUTSIDE CROSSWALK PEDESTRIAN CROSSING OUTSIDE CROSSWALK NS23PB R36PB NS19PB

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PEDESTRIAN & BICYCLE
Separated Bike Lanes Uncontrolled Pedestrian Crossings
with Enhanced Safety Features
A rectangular rapid flashing beacon (RRFB)
is a pedestrian-activated flashing light with
additional signage to alert motorists of a
pedestrian crossing. An RRFB improves
safety by increasing the visibility of marked
crosswalks and provides motorists a cue to
slow down and yield to pedestrians.

A separated bike lane provides dedicated
street space, typically adjacent to outer
vehicle travel lanes, with separation from
vehicle traffic, designated lane markings,
pavement legends, and signage. Bike
lanes improve safety by reducing conflicts
between bicycles and vehicles on the road
and by creating a road-narrowing effect
with buffers or vertical barriers, which may
reduce vehicle speeds.

An uncontrolled pedestrian crossing at
an intersection or on a segment provides a
formalized location for people to cross the
street, reducing the risk of people crossing
outside crosswalks where drivers are not
expecting them. Crosswalk striping, signs,
and other enhanced safety features alert
drivers that there may be a pedestrian
crossing. See further information on
crosswalks later in this document for more
detail.

CRF 35%
CRASH
TYPE
CRF 45%
CRASH
TYPE
CRF 35%
CRASH
TYPE
Expected Life (Years) 20
Federal Funding Eligibility 100%
Systemic Opportunity Medium

LRSM ID
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity High

LRSM ID
Expected Life (Years) 20
Federal Funding Eligibility 90%
Systemic Opportunity Medium

LRSM ID

SCHOOLS SCHOOLS COMMERCIAL AREAS

WRONG SIDE OF ROAD (BICYCLE) PEDESTRIANS CROSSING OUTSIDE CROSSWALK Rectangular Rapid
Flashing Beacon

PEDESTRIAN CROSSING OUTSIDE CROSSWALK
NS22PB R33PB R35PB

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PEDESTRIAN& BICYCLE
Widen Sidewalk
Widening sidewalks providesa more
comfortable space for pedestrians,
particularly in locations with high volumes
of pedestrians, and provides space to
accommodate people in wheelchairs.

Widening sidewalks improves safety by
minimizing collisions with pedestrians
walking in the road.

PEDESTRIAN IN ROAD
Curb Extension
Raised Crosswalk

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KEY
1 High-visibility
crosswalk markings,
parking restrictions on
crosswalk approach,
adequate nighttime
lighting levels, and
crossing warning signs
2 Raised crosswalk
3 Advance “Yield Here
To (Stop Here For)
Pedestrians” sign and
yield (stop) line
4 In-street pedestrian
crossing sign
5 Curb extension
6 Pedestrian refuge
island
7 Rectangular rapidflashing beacon
(RRFB)*
8 Road diet
9 Pedestrian hybrid
beacon (PHB)*

CROSSWALK POLICY BEST PRACTICES
Uncontrolled pedestrian crossings occur
hwere sidewalks or designated awlkawys
intersect a r o ad awy at a location hwere no
tra2c control (e.g,. tra2c signal or stop
sign) eix sts. This crossing type occurs
at intersections (marked or unmarked)
and at mid-block locations (where
they must be marked). Research has
demonstrated the importance of marking
uncontrolled crossings to facilitate access
to key destinations while ensuring that
additional safety treatments are applied
at these locations if they have higher
traffic speeds and volumes. The FHWA
Guide for Improving Pedestrian Safety at
Uncontrolled Crossing Locations proposes
countermeasures based on road conditions,
crash causes, and pedestrian safety issues.

Figure 21 summarizes recommendations
from the guide, includes a comprehensive
matrix and list of FHWA-approved
pedestrian crash countermeasures
suggested for application at uncontrolled
crossing locations per roadway and
traffic features.
*It should be noted that
the PHB and RRFB are not
both installed atthe same
crossing location
Figure 7
Application of
Pedestrian Crash
Countermeasures by
Roadway Features
Source: FHWA
# Signifies thatthe countermeasure is a candidate treatment at a marked uncontrolled crossing location
The absence of a number (#) signifies that the countermeasure is generally not an appropriate treatment, but exceptions may be considered following engineering judgment.

Signifies thatthe countermeasure should always be considered, but not mandated orrequired, based upon engineering judgment at a marked uncontrolled crossing location
Signifies that crosswalk visibility enhancements should always occurin conjunction with otheridentified countermeasures

ENGINEERING

POSTED SPEED LIMIT AND AADT
Roadway Configuration ≤30 mph
Vehicle AADT
<9,000
35mph
1 ≥40mph ≤30 mph
1 Vehicle AADT
9,000-15,000
35mph ≥40mph
1 4
2 5
1 1 1
≤30 mph
1 Vehicle AADT
>15,000
35mph
1 ≥40mph
1 2 lanes
1 lane in each direction 6 5 6
9 3
5 6 4 5 6 5 6
9 3
5 6
3 lanes

WITHOUT RAISED MEDIAN
1 lane in each direction with a
two-way left-turn lane
1 4
7 1
2 5
3 6
9 3 1
6 6
4 7
1 4
7 1
4 7
1 5
1 4
2 5
3 7
1 1
4 7
1 4
7 1
7 3 1
7 1
6 9
3 5
7 1
6 9
3 5 6
7 1 1
3 lanes

WITH RAISED MEDIAN
1 lane in each direction
5 5 5 5 5 5 5 5
7 1
9 3
6 9
3 7
1 9
3 6
9 3
7 1
4 7
1 5
9 3
6 9
3 7
1 1
5 5 6 5 5 5 5 6 5 6
7 4+ lanes

WITH RAISED MEDIAN
2 or more lanes in each
direction
1 1 1 1
5 8
5 8
5 8
5 8
4+ lanes

WITHOUT RAISED MEDIAN
2 or more lanes in each
direction
7 1
9 7
3 1
6 9
9 3
6 9
5 8
5 8
5 8
5 8
5 8
1 7
1 9
3 6
9 7
1 1
7 1 1 1
7 5
8 7
5 8
5 8 7
5 8 7
5 8
5 8 7
5 8
5 8
5 8
9 3
6 9
9 3
6 9
9 3
6 9
9 3
6 9
9 3
6 9
9 3
6 9
3 1
9 3
9 3
9 3
9 3
9 3
9 3
9 3
9 3
9 9 7
3 9
3 9
3 9
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DEMAND CONSIDERATIONS FOR

CROSSWALKS
Uncontrolled and mid
should be identi ed
marking if there is
a crosswalk. Figure
for deciding if a c
Engineering judgment
be used to select l
for a marked, uncon
Enhanced treatments
and signing should
uncontrolled locati
facing page.

Should a crosswalk be installed?
Figure 8
Samples of Decision Tree
for Marking Crosswalks
Source: Fehr & Peers

ENGINEERING
NO NO

YES YES OR
NO NO

YES FEASIBLE
Use Crossing
Guidance to
determine treatment
options
Consider installing a
stop sign, signal, or
grade separation
It is feasible to
remove sight
obstruction or lower
the speed limit
Pedestrians can be
easily seen from a
feasible stopping
sight distance
Direct pedestrians to
the nearest marked or
protected crossing
Low speed (posted or
prima facie 25 MPH),
2-lane roadway
25 Nearest appropriately
marked or protected
crosswalk is at least
300 ft or more away
Insuficient need to
justify marked
crossing
Location connects two
pedestrian generators
such as a school, park,
bus stop, hospital,
neighborhood serving
commercial center, or
multi-family residential
20 pedestrians per
hour cross (in any two
hours, not necessarily
consecutive)

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CROSSWALK MARKINGS
Crosswalk markings help driver know where
to expect pedestrians, and provide guidance
for pedestrians crossing the roadway
by de5ning and delineating paths on
approaches to uncontrolled and mid-block
locations. The use of high visibility striping
is appropriate at both uncontrolled crossing
locations, and signaliez d locations as traffic
volumes, speeds, and vehicle-pedestrian
con1icts require. There are several
treatments for high visibility markings,
including the continental and triple-four
(also called double continental) markings,
shown in Figure 02. Paci5ca could choose a
preferred style to use, so it is consistently
applied. Paci5ca may also want to adopt
a policy of using high visibility markings at
Figure 9
Crosswalk Marking
Examples
all marked crosswalks, when intersection
upgrades occur.

Continental striping is often chosen to
communicate sensitive pedestrian crossing
areas as the designated high
visibility tool. Research shows that
continental crosswalk markings are more
visible to drivers at night than parallel line
markings (1). Crosswalks with longitudinal
lines parallel to traffic flow allow drivers to
see the marked crosswalk from a greater
distance, when compared with standard
markings. This increased visibility distance
gives drivers more time to safely stop for a
pedestrian waiting to cross.

Additional resources:
(1) Fitzpatrick, K., S. Chrysler, V. Iragavarapu, and E.S.

Park. Detection Distances to Crosswalk Markings:

Transverse Lines, Continental Markings, and Bar Pairs.

Transportation Research Record: Journal of the
Transportation Research Board, No. 2250.

Transportation Research Board of the National
Academies, Washington, DC, 2011.
• Triple-four markings
include two dashed lines
on the outside with a clear
space in the center to
direct pedestrian traffic,
and are often enhanced
with outer rows of raised
pavement markers. They
may be less costly to install
and maintain as they
require less paint than a
standard high visibility
crosswalk.

Standard Continental Triple-Four

ENGINEERING

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CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Consideration of the Unrepresented Employee Group Revised Salary Schedule and Benefit Plan.

RECOMMENDED ACTION:

Adopt the resolution approving the Unrepresented Employee Group Compensation and Benefits Plan for the period of July 1, 2023, through June 30, 2025, including the revised salary schedule effective July 1, 2023, and July 1, 2024.

STAFF CONTACT:

Yulia Carter, Assistant City Manager
(650)738-7301
[email protected]
Irene Camarena, Human Resources Manager
(650)738-7303
[email protected]
BACKGROUND/DISCUSSION:

The current Memoranda of Understanding with all represented bargaining groups within the City expired on June 30, 2023. The City of Pacifica (City) has negotiated in good faith and reached agreements with most represented groups regarding wages, hours, and other terms and conditions of employment in accordance with the Meyers-Milias-Brown Act (MMBA). The approval for those agreements is on the consent agenda.

On June 26, 2023, the City negotiation committee met with the members of the Management, Confidential, and Safety Management Employee Group. The Unrepresented Employee Group does not have a recognized bargaining representation, therefore, the City did not bargain with the Group. However, amendments to the Unrepresented Compensation and Benefits Plan are consistent with the other bargaining groups' provisions and align with the citywide framework approach to provide targeted equity adjustments to classifications below marked based on the citywide salary survey conducted by an independent compensation and classification consulting firm.

DISCUSSION
Fiscal and organizational stability is one of the Council's top priorities as the City continues to provide quality programs and services in a financially sustainable manner. In the previous years, the City's long-term financial forecast projected a significant multi-million ongoing structural deficit.

Because Pacifica residents approved Measure Y Transaction and Use Tax during the last elections, the Council adopted a structurally balanced FY 2023-24 Budget on June 26, 2023.

Although the passage of Measure Y was a considerable achievement for Pacifica that resolved 16 Packet Pg. 732
Pacifica City Council 2
July 10, 2023
the City's ongoing structural deficit, the updated financial outlook only covers the current level of municipal services. The projected revenues from Measure Y will not be sufficient to address other critical organizational needs. The cost to deliver services and City operations has increased due to inflation, personnel costs, and unfunded liabilities related to pension and OPEB. Although Measure Y essentially helped balance the budget deficit, the City's tax revenue base remains significantly lower than the majority of Bay Area cities, and the City's long-term financial outlook is not sustainable to address future fiscal challenges.

Specifically, the challenging labor market remains one of the ongoing challenges the City will likely continue facing in the upcoming years.

Staff has previously shared with the Council the challenging labor market condition in the Bay Area. Like many Bay Area agencies, the City has been experiencing critical recruitment and retention challenges (over 30% turnover rate), having to conduct multiple recruitments for the most critical professional and management positions and their replacement is often challenging, taking a long time and often results in loss of institutional knowledge and substantial training and onboarding needs.

On average, the City is running a 10-15% vacancy rate, translating into 19-28 vacant positions at any given time. This is partially because more than 2/3 of City classifications appear below market in total compensation. Yet, the City does not have sufficient resources to bring them all to the market median at once.

Although the Adopted FY 2023-24 Budget does not include any assumptions for the outcome of the labor negotiations with all labor groups, the City Council made a commitment to start addressing this structural, organizational challenge as part of their recently adopted Strategic Plan and specifically, strategic goal #1 to Enhance Organizational and Fiscal Stability. The Council authorized the City's management team to negotiate labor agreements that include the citywide targeted equity adjustments to those classifications that are significantly (above 5%) below market, in addition to regular cost-of-living adjustments (COLA) to all classifications to help keep those positions currently at market as such.

Similar to the rest of labor agreements, the unrepresented employee groups (Executive, Management, and Confidential) will receive a two percent 2% annual COLA wage increase, plus structured equity adjustment to eligible classifications in each contract year. The structured equity adjustments are being implemented as a Citywide long-term framework approach to all labor groups to help eventually bring all City classifications to market per previously developed compensation philosophy. The structured equity adjustments are based on how far below market compensation for a specific classification falls according to the Citywide Total Compensation Survey conducted by the independent classification and compensation consulting firm. The structured equity adjustments range from 1%-4% each year of the contract, as illustrated in the table below (citywide/unrep.):

Below
Market
# of Affected
Classifications
(citywide/unrep.)
Equity
Adjustment
0-5% 24 / 8 0%
5-10% 19 / 2 1%
10-15% 21 / 3 2%
15-20% 10 / 2 3%
20+% 12 / 1 4%
16 Packet Pg. 733
Pacifica City Council 3
July 10, 2023
With Pacifica's perennial low staffing levels and below-market employee compensation compared to cities in our region, and limited revenue sources to fund critical infrastructure and other capital projects, this unprecedented package represents a strong commitment by the City Council to maintain the high level of municipal services by supporting this extraordinary investment in City staff to address the ongoing recruitment and retention challenges while maintaining long-term financial sustainability. The Council also committed to amending the FY 2023-24 Budget to include increased labor costs once the new agreements are approved and executed.

The redlined copy of the agreement is attached in Exhibit 1, together with the resolution to approve the Unrepresented Employee Group Revised Salary Schedule and Benefit Plan.

After Council approval, Staff will ensure the Compensation and Benefits Plan is properly cleaned up and all technical corrections are made, including any remaining typos, fixing the tables of contents, finalizing the documents for signature, and eventually posting online.

ALTERNATIVE ACTION:

None identified. Provisions of the Unrepresented Compensation and Benefits Plan are consistent with negotiated terms for represented units.

RELATION TO CITY COUNCIL GOALS AND WORK PLAN:

The recommended action is consistent with the following Council goal: "Enhance organizational and fiscal stability" includes strategies to improve staff retention, recruitment, mental health, and wellness resources and increase staffing for rising workloads.

FISCAL IMPACT:

The FY 2023-24 fiscal impact associated with all labor agreements, including the unrepresented groups, is estimated to be approximately $1.4 million, with $1.2 million in General Fund. The second year of the contract will result in an additional incremental increase of nearly $1.1 million, including $0.9 million in the General Fund.

The cost associated with the Unrepresented Group employees is estimated at $145,000 in year one (FY 2023-24) and an incremental increase of $116,000 in year two (FY 2024-25).

The current FY 2023-24 Budget will be amended in a future meeting to include this increased cost and the following FY 2024-25 will also include salary savings assumptions built in the budget to accommodate the increased salaries and benefits over the life of these agreements.

ORIGINATED BY:

Human Resources
City Manager
ATTACHMENT LIST:

RESOLUTION UNREPRESENTED EMPLOYEE GROUP - APPENDIX A-1 (DOCX) EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (PDF)
16 Packet Pg. 734
RESOLUTION NO. __-2023

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PACIFICA APPROVING A POLICY

STATEMENT REGARDING UNREPRESENTED MANAGEMENT AND CONFIDENTIAL

EMPLOYEES APPROVING AND AUTHORIZING SPECIFIED COMPENSATION AND

BENEFITS AND SETTING FORTH OTHER TERMS AND CONDITIONS OF EMPLOYMENT

FOR UNREPRESENTED MANAGEMENT AND CONFIDENTIAL EMPLOYEES FOR THE PERIOD OF JULY 1, 2023, THROUGH JUNE 30, 2025
WHEREAS, on June 26, 2023, the City negotiation committee met with the members of the Management, Confidential, and Safety Management Employee Group; and WHEREAS, the Unrepresented Employee Group does not have a recognized bargaining representation, therefore, the City did not bargain with the Group; and WHEREAS, amendments to the Unrepresented Compensation and Benefits Plan are consistent with the other bargaining groups' provisions and align with the citywide framework approach to provide targeted equity adjustments to classifications below marked based on the citywide salary survey conducted by an independent compensation and classification consulting firm; and
WHEREAS, said Policy Statement regarding Unrepresented Management and Confidential Employees and as reviewed by the City Attorney, is attached hereto along with revised salary schedules for the Unrepresented Management and Confidential Employees; and WHEREAS, similar to the rest of labor agreements, the unrepresented employee groups (Executive, Management, and Confidential) will receive a two percent 2% annual COLA wage increase, plus structured equity adjustment to eligible classifications in each contract year.

NOW, THEREFORE, be it resolved by the City Council of the City of Pacifica that certain wages, salaries, fringe benefits, and working conditions as described in said Compensation and Benefits Plan, attached in Exhibit 1, are hereby approved for the period of July 1, 2023, through June 30, 2025; and
BE IT FURTHER RESOLVED, that, in accordance with California Government Code 570.5(a), the salary schedules also included in Exhibit 1 of the Unrepresented Employee Group Revised Schedule and Benefit Plan are approved and adopted.

PASSED AND ADOPTED at a regular meeting of the City Council of the City of Pacifica, California, held on July 10, 2023, by the following vote:

AYES, Councilmembers:

NOES, Councilmembers:

ABSENT, Councilmembers:

ABSTAIN, Councilmembers:
____________________________
Tygarjas Bigstyck, Mayor

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Packet Pg. 735 Attachment: RESOLUTION UNREPRESENTED EMPLOYEE GROUP - APPENDIX A-1 (5410 : Consideration of the Unrepresented Employee ATTEST: APPROVED AS TO FORM:
___________________________ __________________________
Sarah Coffey, City Clerk Michelle Kenyon, City Attorney

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Packet Pg. 736 Attachment: RESOLUTION UNREPRESENTED EMPLOYEE GROUP - APPENDIX A-1 (5410 : Consideration of the Unrepresented Employee EXHIBIT 1
1 RESOLUTION NO. -2023

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PACIFICA APPROVING

A POLICY STATEMENT REGARDING UNREPRESENTED MANAGEMENT AND

CONFIDENTIAL EMPLOYEES APPROVING AND AUTHORIZING SPECIFIED

COMPENSATION AND BENEFITS AND SETTING FORTH OTHER TERMS AND

CONDITIONS OF EMPLOYMENT FOR UNREPRESENTED MANAGEMENT AND

CONFIDENTIAL EMPLOYEES
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF PACIICA AS FOLLOWS:

PREAMBLE: POLICY STATEMENT REGARDING UNREPRESENTED
MANAGEMENT AND CONFIDENTIAL EMPLOYEES The City Council wishes to acknowledge the special public service rendered by the City’s unrepresented management and confidential employees. The unrepresented management and confidential employees are responsible for producing high quality and effective City services, as required by the City Council. They organize subordinates into effective work units, administer ongoing programs, motivate personnel, resolve operational problems, and apply the full range of modern management techniques. The public’s view of the City’s ethical and administrative standards results from observation of the conduct and problem-solving abilities of these individuals in their extensive public contacts.

The unrepresented management and confidential employees work whatever extra hours are required for appearances before Council, City boards and commissions, citizens’ groups, and intergovernmental bodies; for maintenance of essential services during emergencies; and for accomplishment of work assignments which often impose irregular hours and time expenditures far in excess of the conventional work week.

Therefore, considering the special responsibilities inherent in the management and confidential role, the City Council adopts the following policy regarding management and confidential personnel compensation: compensation shall reflect the greater level of responsibility characteristic of managerial and confidential positions; in determining compensation, consideration shall be given to various pertinent factors, which may include maintaining a comparative and relative relationship with similar positions in other comparable public agencies within the City’s local labor market area, as well as the City’s budgetary considerations.

Levels of compensation and other terms and conditions of employment shall be reviewed in June 2023 by the City Council and, if appropriate, suitable adjustments made upon consideration of the City Manager’s recommendation.

Section 1. Employees Covered ............................................................................................... 1 Section 2. No Discrimination .................................................................................................. 1 Section 3. Pay Plan ................................................................................................................. 2

3.1 Salary Schedule ...................................................................................................... 2

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Packet Pg. 737 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 2 3.1.1 2023-2024 Miscellaneous Employee Group Member Salary Schedule ..................................................................................................... 2

3.1.2 2024-2025 Miscellaneous Employee Group Member Salary Schedule ..................................................................................................... 2

3.1.3 2023-2024 Safety Employee Group Member Salary Schedule .................. 3

3.1.4 2024-2025 Safety Employee Group Member Salary Schedule ................................ ……

3.3 Salary for New Employees..................................................................................... 4

3.4 Pay Days................................................................................................................ 4

3.5 Salary Range and Evaluation ................................................................................ 4

3.6 Exceptional Contribution Adjustment.................................................................... 5

3.7 Salary Upon Transfer or Promotion...................................................................... 5

3.8 Work Out of Classification..................................................................................... 5 Section 4. Retirement.............................................................................................................. 5

4.1 City’s Contract with CalPERS............................................................................... 5

4.2 CalPERS Election about Employee Group Member‘s Payment of City’s Pension Costs (Applies to All Tiers)...................................................................... 6

4.3 Employee Group Member‘s Payment of City’s Pension Costs (Applies to All Tiers) ................................................................................................................ 6

4.4.1 2.5% at 55 Pension Formula ..................................................................... 6

4.4.2 Final Compensation Based On 12-Month Period ..................................... 6

4.4.3 Required Employee Group Member Contributions................................... 7

4.5.1 2% at 62 Pension Formula ........................................................................ 7

4.5.2 Final Compensation Based On 36-Months Period.................................... 7

4.5.3 Required Employee Group Member Contributions................................... 7

4.6.1 3% at 50 Pension Formula ........................................................................ 8

4.6.2 Final Compensation Based On Twelve Month Period .............................. 8

4.6.3 Required Safely Employee Group Member Contribution.......................... 8

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Packet Pg. 738 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 3 4.6.4 Additional Required Safety Employee Group Member Contribution........ 8

4.7 Safety Tier Two; New Retirement Tier for Safety Employee Group Members Hired On or After January 1, 2013........................................................ 8

4.7.1 2% @ 50 - 2.7% @ 57 Pension Formula .................................................. 9

4.7.2 Final Compensation Based On Three Year Average................................. 9

4.7.3 Required Employee Group Member Contribution..................................... 9

4.7.4 Additional Required Safely Employee Group Member Contribution........ 9

4.8 Implementation of Internal Revenue Code Section 4140)(2)................................. 9

4.9 Definition of Status Quo Ante ................................................................................ 9 Section 5. Anniversary Date ................................................................................................... 9 Section 6. Hours of Work ..................................................................................................... 10 Section 7. Holidays and Vacations ....................................................................................... 10

7.1 Authorized Holidays............................................................................................. 10

7.2 Eligibility.............................................................................................................. 11

7.3 Vacation credits Accrual...................................................................................... 11

7.3.1 Executive Team/Department Heads......................................................... 11

7.3.2 Maximum Vacation Accrual .................................................................... 11

7.4 Time Charged....................................................................................................... 11

7.5 Vacation Credits Advance.................................................................................... 11

7.6 Vacation Scheduling and Accumulation .............................................................. 12

7.7 Sick Leave During Vacation ................................................................................ 12

7.8 Return of Vacation ............................................................................................... 12

7.9 Separation from Service....................................................................................... 12 Section 8. Sick Leave............................................................................................................ 12

8.1 Sick Leave Plan.................................................................................................... 12

8.1.1 Accrual..................................................................................................... 12

8.1.2 Usage ....................................................................................................... 13

8.2 Incapacity to Perform Duties............................................................................... 13

8.3 Sick Leave at Retirement...................................................................................... 13

8.4 Sick Leave at Termination ................................................................................... 14

8.5 Catastrophic Illness or Injury Time Donation Program ..................................... 14 Section 9. Leaves of Absence ............................................................................................... 14

9.1 Family Illness Leave ............................................................................................ 14

9.2 Family Care & Medical Leave ............................................................................ 14

9.2.1 Eligibility.................................................................................................. 14

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Packet Pg. 739 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 4 9.2.2 Family Care and Medical Leave Entitlement .......................................... 14

9.2.3 Family Care and Medical Leave To Care for a Covered Service Member with a Service injury or illness.................................................. 15

9.2.4 Pay Status and Benefits............................................................................ 16

9.2.5 Relationship of Family Care and Medical Leave to Other Leaves.......... 16

9.2.6 Notice to the City ..................................................................................... 16

9.2.7 Medical Certification............................................................................... 16

9.2.8 Minimum Duration of Leave.................................................................... 17

9.2.9 City’s Response to Leave Request............................................................ 17

9.2.10 Dual Parent Employment......................................................................... 17

9.2.11 Employee’s Status on Returning from Leave ........................................... 18

9.3 Pregnancy Disability Leave................................................................................. 18

9.3.1 Notice to City ........................................................................................... 18

9.3.2 Use of Sick Leave and Vacation During Pregnancy Disability Leave ........................................................................................................ 18

9.3.3 Health and Welfare Benefits.................................................................... 18

9.3.4 Employee Status....................................................................................... 19

9.3.5 Relationship Between Pregnancy Disability, FMLA, and CFRA Leaves ...................................................................................................... 19

9.4 Jury Duty.............................................................................................................. 19

9.5 Military Leave...................................................................................................... 19

9.6 Campaign Leave .................................................................................................. 19

9.7 Leave of Absence Without Pay............................................................................. 19

9.8 Bereavement Leave .............................................................................................. 20

9.9 Absence Without Official Leave........................................................................... 20

9.10 Administrative Leave for Management Employee Group Members.................... 20

9.11 Catastrophic Illness or Injury Time Donation Program ..................................... 21

9.12 Industrial Disability Leave With Pay................................................................... 21 Section 10. Health and Welfare .............................................................................................. 21

10.1 Medical Insurance - City Contributions.............................................................. 21

10.1.1 Health Insurance Premiums .................................................................... 22

10.1.2 Additional Premium Contributions for the Plan Period Only................. 22

10.1.3 Eligibility.................................................................................................. 23

10.1.4 Health In-Lieu Payment Plan .................................................................. 23

10.2 Dental, Orthodontia, and Vision.......................................................................... 23

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Packet Pg. 740 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 5 10.2.1 Teamsters 856 Dental, Orthodontia, and Vision ..................................... 24

10.2.2 City of Pacifica Self-Funded Dental Plan ............................................... 24

10.2.3 City of Pacifica VSP Vision Plan ............................................................. 24

10.3 Life and Disability Insurance............................................................................... 24

10.3.1 Life Insurance .......................................................................................... 24

10.3.2 Long-Term Disability Plan ...................................................................... 25

10.4 Domestic Partners Health Benefits ...................................................................... 25

10.5 Coverage During Unpaid Leave .......................................................................... 25

10.6 Medical Flexible Spending Account .................................................................... 25

10.7 Dependent Care Flexible Spending Account ....................................................... 25

10.8 Commuter Assistance Account ............................................................................. 25

10.9 Participation in Tax-Sheltered Annuities............................................................. 26

10.10 Participation in IRS 457 Deferred Compensation Plan ...................................... 26

10.11 Vantagecare Retirement Health Savings (RHS) Plan .......................................... 26 Section 11. Vehicle Use .......................................................................................................... 26

11.1 Reimbursement for Use of Private Vehicles ........................................................ 26

11.2 Use of City Pool, Specially Equipped, or Public Safety Vehicle ......................... 27

11.3 Police Chief’s Use of Public Safety Vehicle ........................................................ 27

11.4 Vehicle Allowance ................................................................................................ 27 Section 12. Safety Equipment ................................................................................................. 27 Section 13. Tuition Reimbursement ....................................................................................... 27 Section 14. Separability of Provisions .................................................................................... 28 Section 15. Prior Compensation and Benefits Plan ................................................................ 28 Section 16. Additional Provisions........................................................................................... 28 Section 1. Employees Covered
All employees covered by this Resolution are employed by the City in an at-will status, and are not included in any represented bargaining unit. The employees in the classifications included in this Unrepresented Management and Confidential Employee Group, hereinafter referred to as the “Employee Group” include the following:

Executive Team / Department Head Members:

Assistant City Manager
Director of Parks, Beaches & Recreation
Director of Planning / City Planner
Director of Public Works
Police Chief

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Packet Pg. 741 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 6 Management Members:

City Clerk
Deputy Director of Public Works - Field Services and Engineering – City Engineer Deputy Director of Public Works - Wastewater
Economic Development Manager
Deputy Director of Finance
Human Resources Manager
Confidential Members:

Deputy City Clerk
Executive Assistant to the City Manager
Financial Analyst I/II
Human Resources Analyst
Additional job classes may be added in the future based upon the creation of new positions, or by the reclassification of existing positions.

Section 2. No Discrimination
The City of Pacifica prohibits harassment and discrimination in the workplace on the basis of race, color, sex (including pregnancy, childbirth, and related medical conditions), gender, gender identity, gender expression, national origin, citizenship status, age, religious creed, physical or mental disability, marital status, medical condition, genetic information, sexual orientation, AIDS/HIV status, political activities or affiliations, ancestry, military and veteran status, or status as a victim of domestic violence, assault or stalking.

It is the policy of the City that all employees have the right to work in an environment free from any such harassment and discrimination. Such prohibited activity debilitates the morale and productivity of the victims and their co-workers. The City does not condone any form of such harassment or discrimination and those who engage in such activities shall be subject to disciplinary action up to and including termination.

Section 3. Pay Plan
Base Salaries - 2022-2023 and Prior to Effective Date of Compensation and Benefit Plan The salary ranges and salary schedule for Employee Group members in miscellaneous & safety classifications in effect in 2022-2023 and prior to the effective date of this Plan are stated in Appendix A-3 attached to and incorporated into this Resolution.

3.1 Salary Schedule

3.1.1 202132024 Miscellaneous Employee Group Member Salary Schedule Effective July 1, 2023, the City shall improve the base salary schedule for Employee Group members in miscellaneous classifications by two percent (2.0%) over the 2022- 2023 miscellaneous salary schedule set forth in Appendix A-3. This increase shall apply to all miscellaneous Employee Group members in active, paid status on the effective date. The 2023-2024 salary schedule for Employee Group members in miscellaneous

16.b
Packet Pg. 742 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 7 classifications shall be titled “2023-2024 Unrepresented Miscellaneous Employees Salary Schedule” and shall be attached to this Resolution as Appendix A-1.

3.1.2 2024-2025 Miscellaneous Employee Group Member Salary Schedule Effective at the beginning of the first full pay period in July 1, 2024, the City shall improve the base salary schedule for Employee Group members in miscellaneous classifications by two percent (2.0%) over the 2023-2024 miscellaneous salary schedule in Appendix A-1. This increase shall apply to all miscellaneous Employee Group members in active, paid status on the effective date. The 2024-2025 salary schedule for Employee Group members in miscellaneous classifications shall be titled “2024-2025 Unrepresented Miscellaneous Employees Salary Schedule” and shall be attached to this Resolution as Appendix A-2.

3.1.3 2023-2024 Safety Employee Group Member Salary Schedule Effective July 1, 2023, the City shall improve the base salary schedule for Employee Group members in safety classifications by two percent (2.0%) over the 2022-2023 safety salary schedule set forth in Appendix A-3. This increase shall apply to all safety Employee Group members in active, paid status on the effective date. The 2023-2024 salary schedule for Employee Group members in safety classifications shall be titled “2023-2024 Unrepresented Safety Employees Salary Schedule” and shall be attached to this Resolution as Appendix A-1.

3.1.4 2024-2025 Safety Employee Group Member Salary Schedule Effective at the beginning of the first full pay period in July 2024, the City shall improve the base salary schedule for Employee Group members in safety classifications by two percent (2.0%) over the 2023-2024 safety salary schedule in Appendix A-1. This increase shall apply to all safety Employee Group members in active, paid status on the effective date. The 2024-2025 salary schedule for Employee Group members in safety classifications shall be titled “2024-2025 Unrepresented Safety Employees Salary Schedule” and shall be attached to this Resolution as Appendix A-2.

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Packet Pg. 743 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 8 The 2023-24 and 2024-25 Salary Schedule shall also include Equity Adjustments to the base salary of the following classifications:

The rates of pay set forth in the salary schedule represent the standard rate of pay for fulltime employment for each classification. Compensation for Employee Group members working less than full-time shall be adjusted proportionately.

The rates of pay set forth in the salary schedule represent the total compensation due Employee Group members, except for other benefits specifically provided for by City Council or this Resolution.

The rates of pay set forth in the salary schedule do not include reimbursement for actual and necessary expenses authorized and incurred incident to City employment.

3.2 3.3 Salary for New Employees
Except as herein otherwise provided, the entry salary for a new employee entering employment in the Unrepresented Management and Confidential Employee Group shall be the minimum salary for the class to which such new employee is appointed. In cases of unusual recruitment difficulty or of hiring exceptionally qualified personnel, initial salary may be set by the City Manager or designee, whose decision shall be final. Such a salary may not be more than the maximum salary for the class to which the Employee Group member is appointed.

3.3 Pay Days
Employee Group members shall be paid bi-weekly, normally on a Friday every other week.

When a holiday is celebrated on a Friday payday, Employee Group members normally will be paid on the regular workday immediately preceding that Friday.

3.4 Salary Range and Evaluation
Below
Market Classification (Examples)
Equity
Adjustment
5-10%
Deputy Director of PW/City Engineer
Director of Public Works 1%
10-15%
Economic Development Manager
Director of Parks, Beaches, & Recreation
Human Resources Manager 2%
15-20%
Assistant City Manager
Police Chief 3%
20% City Clerk 4%

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Packet Pg. 744 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 9 Effective with any evaluation initiated after adoption of this Resolution, each Employee Group member shall have a salary range with a designated minimum and maximum salary only, with no pre-established advancement steps within the range. In conjunction with the Employee Group member’s annual performance evaluation, the Employee Group member’s supervisor shall consider a merit salary increase. No increase in salary shall be automatic merely upon completion of a specific period of service. All increases shall be based upon merit as established by the record of the Employee Group member’s performance and shall require recommendation of the Department Director, if applicable, and approval of the City Manager. Standards of performance shall become progressively higher as the Employee Group member advances through the salary range.

Employee Group members at the top of their designated salary range shall also be evaluated on an annual basis by their supervisor. If such Employee Group members have a satisfactory evaluation with the individual’s performance being at an acceptable level, the Employee Group member’s salary shall continue to be at the top of their designated salary range, If the Employee Group member’s general performance and work habits are unsatisfactory, an increase in salary may be withheld in lieu of dismissal or other disciplinary action, or the salary of the employee may be reduced within the established salary range for theirtheir classification upon recommendation of the Department Head, if applicable, and approval of the City Manager. Any regular Employee Group member shall, upon request, be given a statement of the justification for reduction in salary.

If the City Manager at any time determines that it is in the City’s interest, the City Manager may assign an Employee Group member to a higher rate within the salary range fixed for the classification. The City Manager shall regulate the accelerated advancement through the salary range,
No manager shall receive less than five percent (5%) more than any subordinate who reports to that manager caused by any increase in subordinate’s salary during the term of this agreement.

3.5 Exceptional Contribution Adjustment
When an Employee Group member makes a unique contribution to the City that is not expected in the normal discharge of the responsibilities of the position, and when such contribution is obvious by its significant, substantial, and unique nature, the individual may be awarded an exceptional contribution adjustment. Such an award will be limited to a maximum of five percent (5%) and may be granted either in a one-time lump sum amount or in increments for a specific limited period of time not to exceed twelve (12) months. The actual percentage amount up to the five percent (5%) limit and the award period will be determined by the City Manager.

3.6 Salary Upon Transfer or Promotion
The transfer of an Employee Group member shall not be cause for a change in salary.

Consistent with City policy, upon promotion, Employee Group members shall he entitled to an increase in salary of not less than five percent (5%) above their current salary; provided, however, that in no event shall the Employee Group member receive more than the maximum salary for the classification.

3.7 Work Out of Classification

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Packet Pg. 745 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 10 An Employee Group member shall not work out of theirtheir classification except in emergencies, or unless they are specifically assigned by theirtheir Department Director or the Department Director’s duly authorized representative or the City Manager.

In the event of a planned absence of a Department Director or other senior management position, it shall be the responsibility of the Director to designate, with the City Manager’s approval, a management employee to act in the capacity of Director or other senior management position.

Since such acting assignments are considered to be part of the regular duties of management personnel, there shall be no additional compensation for this designation unless the designation is for an extended period of time of at least thirty (30) days. If thirty (30) days is reached in the assignment, then the entire time is compensated with an additional 5% pay.

If a Department Director or other senior manager is ill or away from theirtheir position or the position is vacant for an extended period of time, the City Manager shall name an Acting Director or senior manager to act in this capacity who may be eligible for additional compensation.

The amount of extra compensation provided under this policy will be determined by the City Manager based upon the circumstances of the vacant position and shall be a minimum of five percent (5%).

Section 4. Retirement

4.1 City’s Contract with CalPERS
Employee Group members are provided retirement benefits under the California Public Employee Retirement System (CalPERS) as described in this Section 4 and in the City’s contract with CaIPERS.

4.2 CalPERS Election about Employee Group Member’s Payment of City’s Pension Costs (Applies to All Tiers)
The parties acknowledge that CalPERS mandates an election of Employee Group members, separate from ratification of this Compensation and Benefit Plan, to provide for the cost sharing pursuant to Government Code Section 20516 described in this Section 4, As soon as practicable after the effective date of this Compensation and Benefit Plan, the City will initiate the contract amendment process. Upon approval and agreement from the Employee Group and completion of the City’s amendment to the CalPERS contract, Employee Group member contributions will be made pursuant to Government Code Section 20516, and shall extend beyond the expiration of this Resolution. The Employee Group members and the City will take all actions necessary to implement the Government Code Section 20516 pension cost sharing agreement described in this Section 4.

4.3 Employee Group Member’s Payment of City’s Pension Costs (Applies to All Tiers) Because the contract amendment between the City and CalPERS will not be complete before the effective date of the cost sharing described in this Section 4, the cost sharing initially shall be implemented outside of a CalPERS contract amendment as authorized by Government Code Section 20516(f), and shall extend beyond the expiration of this Resolution. The Employee

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Packet Pg. 746 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 11 Group members and the City will take all actions necessary to implement the Government Code Section 20516(f) pension cost sharing agreement described in this Section 4. The Employee Group members and the City will take any and all actions necessary to implement the Section 20516(f) cost sharing arrangement described in this Section 4.

4.4 Miscellaneous Tier One: 2.5% at 55 Retirement Program - Miscellaneous Employee Group Members Hired On or Before December 31, 2012 and Employee Group Members Qualified for Reciprocity (Classic Member)
This Section 4.4 (including subsections) shall apply to miscellaneous Employee Group members hired on or before December 31, 2012. In addition, this Section 4.4 shall apply to miscellaneous Employee Group members hired on or after January 1, 2013, who are qualified for pension reciprocity as stated in Government Code Section 7522.02(c) and related CalPERS reciprocity (Classic Member) requirements.

4.4.1 2.5% at 55 Pension Formula
The “2.5% @ 55” retirement program will be available to miscellaneous Employee Group members covered by this Section.

4.4.2 Final Compensation Based On 12-Month Period
For the purposes of determining a retirement benefit, final compensation for miscellaneous Employee Group members covered by this Section 4.4 shall mean the highest twelve (12) consecutive month period as specified in Government Code Section 21362.2.

4.4.3 Required Employee Group Member Contributions

4.4.3.1 Miscellaneous Employee Group members covered by this Section 4.4 shall continue to pay, through payroll deduction, the 8.0% member contribution.

4.4.3.2 Pension Cost Sharing
In addition to the 8.0% member contribution, miscellaneous Employee Group members covered by this Section 4.4 shall pay, through payroll deduction, an additional 2.5% of PERSable compensation for a total contribution of 10.5% toward the normal cost of pension benefits as permitted by Government Code Section 20516.

4.5 Miscellaneous Tier Two: PEPRA Retirement Tier Required For Miscellaneous Employee Group Members Hired On or After January 1, 2013 and Not Qualified For Reciprocity (Not A Classic Member)
This Section 4.5 (including subsections) shall apply to miscellaneous Employee Group members who were hired on or after January 1, 2013, and who do not qualify for pension reciprocity (not a Classic Member) as stated in Government Code Section 7522.02(c).

4.5.1 2% at 62 Pension Formula

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Packet Pg. 747 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 12 The “2% @ 62” retirement program will be available to miscellaneous Employee Group members covered by this Section 4.5.

4.5.2 Final Compensation Based On 36-Months Period
Effective January 1, 2013, for the purposes of determining a retirement benefit, final compensation for miscellaneous Employee Group members covered by this Section 4.5 shall mean the highest annual average pensionable compensation earned during thirty-six (36) consecutive months of service.

4.5.3 Required Employee Group Member Contributions

4.5.3.1 As required by Government Code Section 7522.04(g), effective January 1, 2013, miscellaneous Employee Group members covered by this Section

4.5 shall pay, through payroll deduction, fifty percent (50%) of normal costs.

4.5.3.2 Pension Cost Sharing
In addition to paying 50% of normal costs as described above, miscellaneous Employee Group members covered by this Section 4.5 shall pay, through payroll deduction, an additional 2.5% of PERSable compensation toward the normal costs of pension benefits as permitted by Government Code Section 20516.

4.6 Safety Tier One: Safety 3.0% at 50 Retirement Program - Safety Employee Group Members Hired On or Before December 31, 2012 and Safety Employee Group Members Eligible for Reciprocity
This Section 4.6 (including subsections) shall apply to Employee Group members in safety classifications who were hired on or before December 31, 2012. In addition, this Section 4.6 (including subsections) shall apply to Employee Group members in safety classifications who were hired on or after January 1, 2013, who are qualified for pension reciprocity as stated in Government Code Section 7522.02(e) and related CalPERS reciprocity requirements:

4.6.1 3% at 50 Pension Formula
The “3% at 50” retirement program will be available to Employee Group members covered by this Section 4.6.

4.6.2 Final Compensation Based On Twelve Month Period
For purposes of determining a retirement benefit, final compensation for Employee Group members covered by this Section 4.6 shall mean the highest twelve (12) consecutive month period as specified in Government Code Section 21362.2.

4.6.3 Required Safely Employee Group Member Contribution Each safety Employee Group member covered by this Section 4.6 shall continue to pay through payroll deduction the nine percent (9.0%) required Employee Group member contribution.

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Packet Pg. 748 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 13 4.6.4 Additional Required Safety Employee Group Member Contribution Each safety Employee Group member covered by this Section 4.6 shall continue to pay through payroll deduction the nine percent (9.0%) required Employee Group member contribution as described above. Each safety Employee Group member covered by this Section 4.6 shall pay, through payroll deduction, an additional five percent (5.0%) of PERSable compensation towards the City’s costs for a total contribution of fourteen percent (14.0%) toward the normal costs of pension benefits as permitted by Government Code Section 20516.

4.7 Safety Tier Two; New Retirement Tier for Safety Employee Group Members Hired On or After January 1, 2013
Effective January 1, 2013, this Section 4.7 (including subsections) shall apply to safety Employee Group members who were hired or on after January 1, 2013, and who do not qualify for pension reciprocity as stated in Government Code Section 7522.02(c).

4.7.1 2% @ 50 - 2.7% @ 57 Pension Formula
As required by Government Code Section 7522.25, the safety Option Plan Two (2% @ 50 - 2.7% @ 57) pension formula shall apply to safety Employee Group members covered by this Section 4.7.

4.7.2 Final Compensation Based On Three Year Average
As required by Government Code Section 7522.32, effective January 1, 2013, for the purposes of determining a retirement benefit, final compensation shall mean the highest annual average pensionable compensation earned during thirty-six (36) consecutive months of service.

4.7.3 Required Employee Group Member Contribution
As required by Government Code Section 7522.04(g), safety Employee Group members covered by this Section 4.7 shall pay, through payroll deductions, fifty percent (50%) of normal costs.

4.7.4 Additional Required Safely Employee Group Member Contribution Each safety Employee Group member covered by this Section 4.7 shall continue to pay fifty percent (50%) of normal costs as described above. In addition to paying fifty percent (50%) of normal costs, safety Employee Group members covered by this Section 4.7 shall pay, through payroll deduction, an additional five percent (5.0%) of PERSable compensation toward the City’s normal cost of pension benefits as permitted by Government Code Section 20516.

4.8 Implementation of Internal Revenue Code Section 414(h)(2) As permitted by Internal Revenue Code Section 414(h)(2) and Government Code Section 20516, each Employee Group member shall pay through payroll deductions the PERS contributions described in this Section 4 with state and federal income tax on the PERS member contribution deferred to the extent permitted by Internal Revenue Code, 26 USC Section 414(h)(2).

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Packet Pg. 749 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 14 4.9 Definition of Status Quo Ante
For all Employee Group members, after this Resolution terminates on June 30, 2021, the status quo ante for all purposes, including any state statute shall be defined as the current language of Section 4.

Section 5. Anniversary Date
For all purposes except eligibility for salary increases, an employee’s anniversary date shall be the date of initial hire.

Section 6. Hours of Work

6.1 The regular workweek for full-time management employees shall consist of forty (40) hours. The regular workweek for full-time confidential non-management employees shall consist of thirty-seven and one-half (37.5) hours.

6.2 Management members of the Employee Group under the Fair Labor Standards Act (FLSA) are exempt. The position of Executive Assistant (confidential member) is nonexempt. The City shall comply with any amendments to FLSA affecting non-exempt Employee Group members.

Section 7. Holidays and Vacations

7.1 Authorized Holidays
The holidays for this Employee Group are:
(1) January 1 New Year’s Day
(2) Third Monday in January Martin Luther King Jr.’s Birthday (3) Third Monday in February President’s Day
(4) Last Monday in May Memorial Day
(5) July 4 Independence Day
(6) First Monday in September Labor Day
(7) November 11 Veteran’s Day
(8) Fourth Thursday in November Thanksgiving Day
(9) Fourth Friday in November Friday after Thanksgiving Day (10) December 24 Christmas Eve Day
(11) December 25 Christmas Day
(12) Floater To be taken at the mutual convenience of
the Department and the employee.
(13) Floater To be taken at the mutual convenience of
the Department and the employee.

Regular full-time Employee Group members shall be entitled to take all authorized holidays at full pay, not to exceed eight (8) hours for any one (1) day, provided they are in a paid status on both their regularly scheduled workdays immediately preceding and following the holiday.

If one of the holidays listed above falls on a Saturday and the employee is not regularly scheduled to work that day, the Employee Group member’s last regularly scheduled workday

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Packet Pg. 750 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 15 preceding the holiday shall be considered a holiday.

If one of the holidays listed above falls on a Sunday and the employee is not regularly scheduled to work that day, the Employee Group member’s first regularly scheduled workday following the holiday shall be considered a holiday.

7.2 Eligibility
All Employee Group members shall be entitled to annual vacation leave after an initial six (6) months of employment.

7.3 Vacation Credits Accrual
Vacation time shall be accrued in hourly amounts according to the following schedule:

Years of Service Vacation Days Earned per
Year of Full-Time Service
Hours Accrued Per Pay
Period
1st yr. through 5th yr. 15 days 4.62
6th yr. through 10th 16 days 4.92
11th year 17 days 5.23
12th year 18 days 5.54
13th year 19 days 5.85
14th year 20 days 6.15
15th year 22 days 6.77
16th year 23 days 7.08
17th year 24 days 7.38
18th year 25 days 7.69
19th year 26 days 8.00
20th year & up 27 days 8.31

7.3.1 Executive Team/Department Heads
Vacation accrual will be calculated either by granting years-in-service credit for any past employment in another California municipality; prior service with the City of Pacifica will also count for vacation accrual purposes; or a new employee in this unit with no prior city service in any city or less than 14 years of City service with the City of Pacifica or other cities will begin accruing vacation at 6.15 hours per pay period (the equivalent of 20 days per year accrual). In no event will a new department head/executive team member, at the end of theirtheir first year with the City of Pacifica, accrue less than the rate which is equal to the Management Unit rate of 14 years of service.

7.3.2 Maximum Vacation Accrual
Maximum vacation accrual is two times the annual accrual rate. Vacation time shall not be accrued during any pay period in which Employee Group member’s vacation leave bank exceeds the applicable annual accrual rate.

7.4 Time Charged
Vacation time shall be charged on the basis of the number of days used for vacation purposes,

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Packet Pg. 751 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 16 and in conformance to the Fair Labor Standards Act.

7.5 Vacation Credits Advance
Employee Group members may take only such vacation as they have accumulated at the time that the vacation begins, except after three (3) years of service the Employee Group member may draw upon anticipated vacation credits not to exceed five (5) working days, at the discretion of the supervisor. At termination of employment, the City shall be reimbursed by the Employee Group member for any vacation taken in excess of vacation credit, through payroll deduction.

7.6 Vacation Scheduling and Accumulation
The times during the calendar year at which an Employee Group member may take their vacation shall be determined by the Department Director or the City Manager with due regard to the service needs of the City and desires of the Employee Group member. If requirements of the service or the desires of the Employee Group member are such that an Employee Group member must defer part or all of their annual vacation in a particular year, the Department Director or the City Manager may permit the Employee Group member to take such deferred vacation during the following calendar year. No Employee Group member may accumulate more than two times (2x) their annual vacation allowance.

7.7 Sick Leave During Vacation
If an Employee Group member becomes sick during their vacation, such Employee Group member may charge the period of illness against sick leave credits in the same manner as provided in Section 8 (Sick Leave). A doctor’s certificate shall be required and shall be submitted prior to such charge against sick leave credits.

7.8 Return of Vacation
Employee Group members will be allowed to sell to the City, up to three (3) weeks of vacation leave per year.

7.9 Separation from Service

7.91 Executive Team / Department Head members who terminate employment shall have all accrued vacation leave earned prior to the effective date of termination paid in a lump sum.

7.92 All other Employee Group members who terminate employment shall be paid a lump sum for all accrued vacation leave earned prior to the effective day of termination.

Section 8. Sick Leave

8.1 Sick Leave Plan

8.1.1 Accrual
Full-time Employee Group members shall earn sick leave credit at the rate of one (1) day per month.

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Packet Pg. 752 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 17 8.1.2 Usage
Sick leave shall not be considered a privilege which an Employee Group member may use at their discretion but shall be allowed only in cases of necessity and actual sickness of the Employee Group member or the Employee Group member’s designated family members, as allowed by family illness leave, including necessary physician appointments. More specifically, Employee Group members are entitled to use their earned sick leave benefits to be off work without the loss of compensation under the following conditions:
• For the Employee Group member’s own illness or injury or for the illness or injury of the Employee Group member’s family member, as allowed by family illness leave.
• For the Employee Group member’s receipt of required medical or dental care or consultation or for the required medical or dental care or consultation of the Employee Group member’s family member.
• For the Employee Group members who are victims of domestic violence, sexual assault or stalking as specified in state law.

Each hour of illness or injury shall be deducted from the Employee Group member’s accumulated sick leave benefits. Sick leave shall be charged against an Employee Group member’s sick leave credit as the actual number of hours of the regular work period that the Employee Group member is on sick leave. All Employee Group members shall be entitled to sick leave compensation except Employee Group members serving the first thirty (30) days of initial City employment.

In order to receive compensation while absent on sick leave, an Employee Group member shall notify his immediate supervisor prior to or within one-half (1/2) hour after the time set for the beginning of the Employee Group member’s daily duties.

When the absence is for more than one (1) working day, Employee Group members may be required to file a physician’s statement with the Department Director or City Manager verifying a medical need for the absence.

8.2 Incapacity to Perform Duties
The City Manager or designee may require any Employee Group member who the City Manager or designee believes may be physically or mentally incapacitated for work to undergo an examination by a physician designated by the City and at the City’s expense. If as a result of the physician’s examination the Employee Group member is determined to be incapacitated to perform the Employee Group member’s duties, the City Manager or designee or Department Director may place the Employee Group member on leave of absence without pay. An Employee Group member may use accrued sick leave, vacation, or compensatory time prior to being placed on a leave of absence without pay.

However, the Employee Group member may be eligible for long-term disability benefits under Section 10.3 (Long-Term Disability). Vacation and sick leave credits shall not accrue when an Employee Group member is on an unpaid leave of absence.

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Packet Pg. 753 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 18 8.3 Sick Leave at Retirement
Non-Executive Team / Department Head Employee Group members retiring from the City Service under CalPERS, shall elect one of the following options (no Employee Group member shall be entitled to take both the cash out option and the CalPERS credit option):

8.3.1 Cash out Option: Receive pay for twenty-five percent (25%) of their accumulated sick leave credit, not to exceed Three Thousand Dollars ($3000). Such pay shall be computed at the rate of pay on the date of retirement; or

8.3.2 CalPERS Credit Option: Convert one hundred percent (100%) of their accumulated sick leave credit to additional CalPERS retirement service credit under the provisions of Government Code Section 20965.

Executive Team / Department Head unit members retiring from the City Service, under provisions of a City-sponsored retirement system shall elect one of the following options (no unit member shall be entitled to take both the cash out option and the PERS credit option):

8.3.3 Receive pay for thirty-four percent (34%) of their accumulated sick leave credit, and convert the remaining sixty-six percent (66%) to additional CalPERS retirement service credit under the provisions of Government Code Section 20965; or

8.3.4 Convert one hundred percent (100%) of their accumulated sick leave credit to additional CalPERS retirement service credit under the provisions of Government Code Section 20965.

8.4 Sick Leave at Termination
Employee Group members resigning from the City, terminated by the City, or otherwise terminating their City employment shall forfeit all unused sick leave benefits as of the termination date. Former Employee Group members re-employed by the City shall receive no credit for prior service in determination of sick leave benefits.

8.5 Catastrophic Illness or Injury Time Donation Program Employees may donate time in accordance with the City’s Catastrophic Illness or Injury Policy Section 9. Leaves of Absence

9.1 Family Illness Leave
According to State Law, an Employee Group member may use his or her accrued sick leave up to a maximum of six (6) days per year, where the Employee Group member’s attendance is required to attend to a member of his family who is ill. For the purpose of this Section 9.1 “family member” is defined as a biological, adopted, or foster child; stepchild; legal ward, or a child to whom the Employee Group member’s stands in loco parentis; a biological, adoptive, or foster parent; stepparent, or legal guardian of an Employee Group member’s or the Employee Group member’s spouse or registered domestic partner (a registered domestic partnership requires filing an Affidavit of Domestic Partnership with the Secretary of State), or a person who stood in loco

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Packet Pg. 754 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 19 parentis when the Employee Group member was a minor child; spouse; registered domestic partner; grandparent; grandchild; or sibling.

A doctor’s note may be required to substantiate the illness of the family member.

9.2 Family Care & Medical Leave
Each eligible Employee Group member is entitled to family care and medical leave as provided by the Family and Medical Leave Act (FMLA) and the California Family Rights Act (CFRA), as amended. The leaves under FMLA and CFRA will run concurrently to the extent permitted by law.

9.2.1 Eligibility
To be eligible for family care and medical leave, on the date on which leave is to begin, a full-time or part-time Employee Group member must have been employed by the City for at least twelve (12) months, which need not be consecutive, and have actually worked at least 1,250 hours of service during the twelve (12) month period immediately preceding the commencement of the leave.

9.2.2 Family Care and Medical Leave Entitlement
Subject to the provisions of this Resolution, City policy, and State and Federal law, including the federal FMLA and the CFRA, an eligible Employee Group member is entitled to a total of twelve (12) work weeks of unpaid leave during any twelve (12) month period for any one, or more, of the following reasons:
a) The birth of a child and to care for the newborn child (FMLA and CFRA); b) The placement with the Employee Group member of a child for adoption or foster care and care for the newly placed child (FMLA and CFRA); c) To care for the Employee Group member’s child, parent or spouse who has a serious health condition. (Child is defined as biological, adopted, or foster child, stepchild, legal ward, or child of a person standing in loco parentis who is under 18 years of age or an adult dependent child. Parent is defined as biological, foster or adoptive parent, stepparent, legal guardian, or other person who stood in loco parentis to the Employee Group member when the Employee Group member was a child. Parent does not include a parent-in-law. “Spouse” means partner in marriage or a registered domestic partner as defined in the Family Code and includes same-sex partners in marriage.)
d) Because of an Employee Group member’s own serious health condition that makes the Employee Group member unable to perform the functions of the Employee Group member’s position, except for disability on account of pregnancy, childbirth, or related medical conditions, which is covered by pregnancy disability leave. (Pregnancy disability counts toward only California Pregnancy Disability Leave (PDL) and FMLA leave.)
e) Because of any qualifying exigency arising out of the fact that the Employee Group member’s spouse, son, daughter, or parent is a military member on covered

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Packet Pg. 755 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 20 active duty (or has been notified of an impending call or order to covered active duty status) (FMLA only).

The twelve (12) month period for FMLA/CFRA purposes is determined by the fiscal year.

9.2.3 Family Care and Medical Leave To Care for a Covered Service Member with a Service injury or illness
Subject to the provisions of this Resolution, City policy, and State and Federal law, including the FMLA, an eligible Employee Group member may take FMLA leave to care for a covered service member• with a serious injury or illness if the Employee Group member is the spouse, son, daughter, parent, or next of kin of the service member. a) An eligible Employee Group member’s entitlement under Section 9.2.3 is limited to a total of twenty-six (26) workweeks of leave during a single 12-month period to care for a covered service member with a serious injury or illness. The “single 12-month period” in which the 26-weeks-of-leave-entitlement described in this begins on the first day an Employee Group member takes leave to care for the covered service member.
b) During the “single 12-month period” described above, an eligible Employee Group member’s FMLA leave entitlement is limited to a combined total of twenty-six (26) workweeks of FMLA leave for any qualifying reason.

9.2.4 Pay Status and Benefits
Except as provided in this Section 9, the family care and medical leave will be unpaid.

The City will, however, continue to provide City contributions toward the health plan premiums during the period of family care and medical leave for up to twelve (12) work weeks on the same basis as contributions would have been provided had the Employee Group member not taken family care and medical leave. The Employee Group member will be required to continue to pay the Employee Group member’s share of premiums payments, if any.

9.2.5 Relationship of Family Care and Medical Leave to Other Leaves Any leave of absence that qualifies as family care and medical leave and is designated by the City as family care and medical leave will be counted as running concurrently with any other paid or unpaid leave to which the Employee Group member may be entitled for the same qualifying reason. An Employee Group member is required to utilize the Employee Group member’s accrued sick leave for FMLA/CFRA qualifying absences due to the Employee Group member’s own serious health condition. An Employee Group member may be required to use accrued vacation leave for FMLA/CFRA qualifying reasons unrelated to the Employee Group member’s own serious health condition.

9.2.6 Notice to the City
a) The Employee Group member must provide written notice to the City as far in advance of the leave as possible and as soon as the Employee Group member reasonably knows of the need for the leave. If the need for the leave is foreseeable

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Packet Pg. 756 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 21 based on an expected birth, placement of a child for adoption or foster care or planned medical treatment, the notice must be provided at least thirty (30) calendar days in advance of the leave, or if not reasonably known thirty (30) calendar days before the leave, then as soon as reasonably practicable. b) The written notice must inform the City of the reasons for the leave, the anticipated duration of the leave and the anticipated start of the leave. c) The Employee Group member shall consult with the City and make a reasonable effort to schedule any planned medical treatment or supervision so as to minimize disruption to department operations.

9.2.7 Medical Certification
a) An Employee Group member’s request for family care and medical leave to care for a child, a spouse, or a parent who has a serious health condition shall be supported by a certification issued by the health care provider of the individual requiring care. If additional leave is requested after the expiration of the time originally estimated by the health care provider, the Employee Group member shall provide the City with recertification by the health care provider. b) An Employee Group member’s request for family care and medical leave because of Employee Group member’s own serious health condition shall be supported by a certification issued by the Employee Group member’s health care provider. c) As a condition of an Employee Group member’s return from leave taken because of the Employee Group member’s own serious health condition, the Employee Group member is required to obtain certification from the Employee Group member’s care provider that the Employee Group member is able to resume work. d) Employees are required to use the medical certification forms available from the City Human Resources Department to meet the certification and recertification requirements of this section.

9.2.8 Minimum Duration of Leave
a) Leave does not need to be taken in one continuous period of time. b) Leave taken for a serious health condition of the Employee Group member’s child, parent, or spouse of the Employee Group member may be taken intermittently or on a reduced work schedule when medically necessary, as determined by the health care provider of the person with the serious health condition. However, intermittent, or reduced work schedule leave may be taken for absences where the Employee Group member or covered family member is incapacitated or unable to perform the essential functions of the position because of a chronic serious health condition, even if he or she does not receive treatment by a health care provider.
c) Leave taken for reason of birth, adoption, or foster care placement of a child of the Employee Group member does not have to be taken in one continuous period of time. Any leave(s) taken shall be concluded within one (1) year of the birth of

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Packet Pg. 757 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 22 placement of the child with the Employee Group member. The basic minimum duration shall be two (2) weeks. However, the City shall grant a request for a leave of less than (2) weeks’ duration on any two (2) occasions.

9.2.9 City’s Response to Leave Request
It is the City’s responsibility to designate leave, paid or unpaid, as family and medical leave-qualifying based on the information provided by the Employee Group member and to notify the Employee Group member of the designation.

9.2.10 Dual Parent Employment
Where both parents are City employees, allowable leave for the birth, adoption, or foster care placement of a child is limited to a total of twelve (12) work weeks in a 12-month period between the two employees. Their family care and medical leave entitlement is not limited or combined for any other qualifying purpose.

9.2.11 Employee’s Status on Returning from Leave
Except as provided by law, on return from family care and medical leave, an Employee Group member is entitled to be returned to the same or equivalent position the Employee Group member held when leave commenced, or to an equivalent position with equivalent benefits, pay, and other terms and conditions of employment. An Employee Group member is also entitled to reinstatement even if the Employee Group member has been replaced or the Employee Group member’s job has been restructured to accommodate the Employee Group member’s absence. If an Employee Group member is no longer qualified for the position because, e.g., of the employer’s inability to renew a license, as a result of the leave, the Employee Group member shall be given a reasonable opportunity to fulfill those conditions upon returning to work. An Employee Group member has no right to return to the same position. Use of family care and medical leave will not result in the loss of any employment benefit that accrued prior to the start of an eligible Employee Group member’s FMLA/CFRA leave.

9.3 Pregnancy Disability Leave
A pregnant Employee Group member is entitled to an unpaid leave of up to four (4) months, as needed, for the period(s) of time the Employee Group member is actually disabled by pregnancy, as determined by her health care provider.

9.3.1 Notice to City
Using the City’s Certification of Health Care Provider form for pregnancy disability leave, an Employee Group member should provide at least thirty (30) days advance notice or notice as soon as practicable of the Employee Group member’s need for pregnancy disability leave or need for reasonable accommodation based on the advice of her health care provider that reasonable accommodation is medically advisable because of pregnancy or a related medical condition.

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Packet Pg. 758 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 23 9.3.2 Use of Sick Leave and Vacation During Pregnancy Disability Leave An Employee Group member is required to use any accrued sick leave during an otherwise unpaid pregnancy disability leave. An Employee Group member may, at her option, use accrued vacation during an otherwise unpaid portion of a pregnancy disability leave.

9.3.3 Health and Welfare Benefits
The City shall maintain its contribution toward health and welfare benefits under Section 11 during any unpaid portion of a pregnancy disability leave on the same basis that the contribution would have been provided if the Employee Group member had not taken pregnancy disability leave.

9.3.4 Employee Status
During a pregnancy disability leave, the Employee Group member shall retain Employee Group member status, and the leave shall not constitute a break in service for any purpose under this Resolution.

9.3.5 Relationship Between Pregnancy Disability, FMLA, and CFRA Leaves a) A pregnancy disability leave shall run concurrently with the Employee Group member’s FMLA leave entitlement,
b) The right to take pregnancy disability leave is separate and distinct from the right to take leave under CFRA. An Employee Group member’s own disability due to pregnancy, childbirth or related medical conditions is not a “serious health condition” under CFRA.
c) At the end of the Employee Group member’s period(s) of pregnancy disability leave, or at the end of four (4) months of pregnancy disability leave, whichever occurs first, a CFRA-eligible Employee Group member may request to take CFRA leave of up to twelve (12) work weeks for reason of the birth of her child, if the child has been born by this date,

9.4 Jury Duty
An Employee Group member summoned to jury duty shall inform their supervisor and, if required to serve, may be absent from duty with full pay; provided, however, the Employee Group member must remit to the City, through the Employee Group member’s department director, within fifteen (15) days after receipt, all fees received except those specifically allowed for mileage and expenses. When an Employee Group member is released from jury duty each day, he or she must report to work promptly for the balance of his or her regularly scheduled shift or workday.

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Packet Pg. 759 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 24 9.5 Military Leave
The provisions of the Military and Veterans Code of the State of California as well as the Uniformed Services Employment and Reemployment Act shall govern military leave of Employee Group members.

9.6 Campaign Leave
Upon becoming a candidate for public office, any regular Employee Group member may request and be granted a leave of absence without pay, to remain in effect for the period of his or her candidacy.

9.7 Leave of Absence Without Pay
Upon written request, the City Manager, or where the authority has been delegated by the City Manager, the City Manager’s representative, may grant Employee Group member a leave of absence without pay for a definite period not to exceed one (1) year. The decision by the City Manager or where the authority has been delegated by the City Manager, the City Manager’s representative, shall be final. Upon expiration of leave of absence, the Employee Group member shall be reinstated in the position held at the time the leave was granted or to another position in the same classification. Failure on the part of Employee Group member on leave to report promptly on its expiration, or within fifteen (15) days after notice to return to duty shall result in such Employee Group member’s automatic dismissal. Vacation and sick leave credits shall not accrue to Employee Group members on voluntary leave of absence. Additionally, length of service credits for vacation accrual or any other purpose shall not accrue to an Employee Group member on voluntary leave of absence.

9.8 Bereavement Leave
In case of death within the immediate family of an Employee Group member, such Employee Group member shall be entitled to remain absent from duty with pay in order to attend and/or to arrange the funeral or memorial services for the times hereinafter specified:

9.8.1 If the service is within the Bay Area (i.e., Alameda, Contra Costa, Marin, Napa, San Francisco, San Mateo, Santa Clara, Sonoma Counties) not to exceed a maximum of three (3) working days.

9.8.2 If the service is outside the Bay Area, not to exceed a maximum of five (5) working days. Bereavement leave is not to be charged to sick or vacation leave.

For the purpose of this Section 9.8, immediate family is defined as parent, sibling, spouse, domestic partner, child, mother-in-law, father-in-law, brother-in-law, sister-in-law, grandparents, grandchildren, great grandparents, stepchildren, foster children, or other persons with whom there is a demonstrated child-rearing/parental or immediate familial relationship.

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Packet Pg. 760 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 25 9.9 Absence Without Official Leave
Failure of an Employee Group Member to report for duty on a normal working day or shift without notice to their supervisor or the City Manager of the reason for such absence shall constitute absence without official leave and without pay. An Employee Group member should make every effort to contact their supervisor prior to the start of their shift if they plan to be absent.

Absence without leave for five (5) or more consecutive days shall be deemed a tender of resignation.

9.10 Administrative Leave for Management Employee Group Members Management Employee Group members will receive administrative leave as listed below per fiscal year. The administrative leave is in lieu of compensatory time, must be used during the fiscal year in which it is received, has no cash value, and does not accumulate from year to year.

Members Annual Administrative Leave
Assistant City Manager 96
Director of Planning / City Planner 88
Police Chief 96
Other Management Members 72
Other Confidential Members 60

9.11 Catastrophic Illness or Injury Time Donation Program For Employee Group members, the City will continue to offer a catastrophic leave program for donation of time in the event of catastrophic illness or injury.

9.12 Industrial Disability Leave With Pay
No disability leave with pay will be granted to non-safety Employee Group members until the illness or injury is declared compensable under the California Workers’ Compensation Law.

During such disability leave of absence, the City may request that an Employee Group member be examined by a physician selected by the City. The City will pay full pay for the initial three (3) months’ leave to non-safety Employee Group members who suffer industrial disabilities and are on authorized Industrial Disability leave. Workers’ Compensation benefits will be integrated and checks endorsed to the City by the Employee Group member. No use of sick leave will be required during the first three (3) months. Full pay as used herein shall mean the employee’s base rate of pay.

After the first three (3) months of Industrial Disability Leave, until the three hundred sixty-fifth (365th) consecutive calendar day’s absence or the Employee Group member is determined to be permanently disabled, the Employee Group member may integrate Workers’ Compensation disability benefits with unused sick leave to assure no loss of compensation. The ratio used will be seventy-five percent (75%) City/Workers’ Compensation pay and twenty-five percent (25%) sick leave. Insurance premiums will continue to be paid by the City.

Safety Employee Group members are covered under Labor Code Section 4850, et seq. While on

16.b
Packet Pg. 761 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 26 4850 leave, Employee Group members will accrue benefits, and the City will continue to contribute to benefits as usual.

Section 10. Health and Welfare.

10.1 Medical Insurance - City Contributions
Effective July 1, 2023, and continuing for the 2024 and 2025 calendar years, the City will continue to contribute Fringe Benchmark with Kaiser in 2024 and 2025. The cost of employee contribution to Kaiser Family Plan will not increase unless a rate increase of 6% occurs in a calendar year. For the purpose of this Health and Welfare Section, “full-time” means an Employee Group member is assigned to a classification requiring the Employee Group member to work at least thirty-seven and one-half (37.5) hours per week. In the event the actual monthly premium cost is less than the amount shown on the chart below, the City shall retain any savings and shall have no obligation to “cash-out” or pay any Employee Group member the difference.

Employee Group members electing coverage with a cost greater than the amount paid by the City in this Section shall have the difference deducted automatically from the Employee Group member’s pay.

10.1.1 Health Insurance Premiums
City Offered
CalPERS Medical
Plan
2021
(Effective
July 1,
2021)
2022
(2.0%
increase
effective
January 1,
2022)
2023
(2.0%
increase
effective
January 1,
2023)
Employee Only $877.70 $895.25 $913.16
Employee + 1 $1,700.97 $1,734.99 $1,769.69
Employee + 2 Or
More
$2,211.27 $2,255.50 2,300.61

10.1.2 Health In-Lieu Payment Plan
The City will pay a monthly taxable five hundred and fifty dollars ($550) in-lieu payment to an Employee Group member who certifies that he or she is eligible for health insurance coverage through another group health plan, declines City health coverage, and provides the City proof of other health coverage. The City shall pay the Health In-Lieu payment through the Employee Group member’s regular payroll checks. The Health InLieu Payment Plan year shall operate on the calendar year. Employee Group members on an unpaid leave of absence are not eligible for the Health In-Lieu Payment Plan.

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Packet Pg. 762 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 27 10.2 Dental, Orthodontia, and Vision

10.2.1 City of Pacifica Self-Funded Dental Plan
The City shall contribute up to one hundred nineteen dollars ($119) per month per Employee Group member to the City of Pacifica Self-Funded Dental Plan, and the SelfFunded Plan shall provide the following benefits to covered Employee Group members:
a) The annual per-person deductible is twenty-five dollars ($25) up to a maximum of seventy-five ($75) per family.
b) The maximum annual benefit each calendar year shall be two thousand dollars ($2,000) per eligible employee and per dependent.
c) A lifetime maximum orthodontia benefit of two thousand dollars ($2,000) for each eligible employee and dependent.

10.2.2 City of Pacifica VSP Vision Plan
The City shall contribute the following amounts per month per Employee Group member:
a) Employee Group Member Only - $18.29
b) Employee Group Member Plus One - $26.52
c) Employee Group Member Family - $47.56

10.3 Life and Disability Insurance

10.3.1 Life Insurance
Management Employees:

The City shall contribute an amount necessary to provide life insurance in an amount equal to twice (2x) the Employee Group member’s annual salary up to a maximum of $200,000 for each eligible Employee Group member.

Non-management Employees:

The City shall contribute an amount necessary to provide life insurance in an amount equal to twice (2x) the Employee Group member’s annual salary up to a maximum of $150,000 for each eligible Employee Group member.

10.3.2 Long-Term Disability Plan
The City shall contribute an amount necessary to provide the long-term disability plan benefits presently in effect for each eligible Employee Group member.

10.4 Domestic Partners Health Benefits
The City will provide medical, dental, and vision benefits for registered domestic partners of Employee Group members to the same extent, and subject to the same terms and conditions, as

16.b
Packet Pg. 763 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 28 medical, dental, and vision benefits are available to spouses of Employee Group members under this Resolution. This coverage is conditioned upon the domestic partnership meeting all the criteria of California Family Code Section 297, et seq. and that a valid declaration of domestic partnership has been filed with the Secretary of State pursuant to Family Code Section 297, et seq., registering the domestic partnership. Domestic partners may enroll in the City’s medical, dental, and vision plans pursuant to this Section only to the extent that the City’s carriers provide such coverage.

10.5 Coverage During Unpaid Leave
Except as otherwise provided in this Resolution, Employee Group members on City approved unpaid leaves of absence shall continue to receive health and welfare benefits for the period of the leaves if they purchase such benefits at the current group rates, to be paid by the Employee Group member to the City one (1) month in advance.

10.6 Medical Flexible Spending Account
To the extent allowed by the Internal Revenue Service, the City will offer IRS qualified flexible medical spending accounts (FSA). Employee Group members may have funds deducted pre-tax from the Employee Group member’s paycheck and deposited into the IRS qualified FSA accounts.

10.7 Dependent Care Flexible Spending Account
To the extent allowed by the Internal Revenue Service, the City will offer IRS qualified Dependent Care Flexible Spending accounts. Employee Group members may have funds deducted pre-tax from the Employee Group member’s paycheck and deposited into an IRS qualified Dependent Care Flexible Spending account. If, in its sole discretion, the City determines that administration of the Program will require the services of an outside entity or contractor, participating Employee Group members shall be responsible for paying their share of the outside contractor’s administration fee.

10.8 Commuter Assistance Account
To the extent permitted by the Internal Revenue Service, the City will offer an IRS qualified Commuter Plan. Employee Group members may have funds deducted pre-tax from the Employee Group member’s paycheck and deposited into the IRS qualified Commuter Assistance account.

10.9 Participation in Tax-Sheltered Annuities
To the extent permitted by the Internal Revenue Service, the City will offer an IRS qualified tax sheltered annuity plan. Employee Group members may have funds deducted pre-tax from the Employee Group member’s paycheck and deposited into the IRS qualified tax sheltered annuity plan account.

10.10 Participation in IRS 457 Deferred Compensation Plan To the extent permitted by the Internal Revenue Service, the City will offer an IRS qualified 457 deferred compensation plan. Employee Group members may have funds deducted pre-tax from the Employee Group member’s paycheck and deposited into the IRS qualified 457 deferred

16.b
Packet Pg. 764 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 29 compensation plan.

10.10.1 Beginning the first full pay period after July 1, 2023, City shall contribute up to two percent (2%) of base salary match to each Employee Group member’s two percent (2%) of base salary contribution to their IRS qualified 457 deferred compensation plan for the remainder of calendar year 2023.

10.10.2 For calendar year 2024 through the last pay period in Employee Group member’s up to two percent (2%) of base salary contribution to their IRS qualified 457 deferred compensation plan. The City’s up to 2% matching contribution to the employees 457 Deferred Compensation account ceases as of the last pay period in June 2025.

10.11 Vantagecare Retirement Health Savings (RHS) Plan
Executive Team/Department Head Employee Group members shall participate in the RHS plan.

City will contribute an amount equal to 2% of salary to each member’s Retirement Health Savings Account.

City will contribute 8% of the final annual salary to the Retirement Health Savings (RHS) to a retiring member of this Employee Group who is at least fifty-five (55) years of age at retirement and has completed two (2) or more years of full-time years of executive management employment with the City as of the last day of employment with the City.

Section 11. Vehicle Use

11.1 Reimbursement for Use of Private Vehicles
The City shall reimburse Employee Group members for use of the Employee Group member’s private vehicle at the current applicable IRS established federal business standard mileage rate.

To be eligible for reimbursement, the Employee Group member must be authorized to use a private vehicle for travel required in the performance of official duty, and the Employee Group member must substantiate the time, place, and business purpose of the travel.

During any period of time when an Employee Group member is receiving the mileage reimbursement described in this Subsection 11.1, the City Manager shall not assign the Employee Group member a City pool, specially equipped or public safety vehicle as described in Subsection 11.2.

No Employee Group member shall be entitled to mileage reimbursement for travel between the Employee Group member’s home and the Employee Group member’s work location.

11.2 Use of City Pool, Specially Equipped, or Public Safety Vehicle For some Employee Group members, the nature of the Employee Group member’s work may require the Employee Group member to drive a City pool, specially equipped, or public safety vehicle while on duty and actively performing services for the City. At his or her sole discretion, the City Manager shall determine whether the nature of the Employee Group member’s work

16.b
Packet Pg. 765 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 30 requires the Employee Group member to drive such a City vehicle while on duty and actively performing service for the City. For each such Employee Group member, the City Manager may authorize the Employee Group member to use a City pool, specially equipped, or public safety vehicle while on duty and actively performing services for the City.

Such Employee Group members shall comply with City regulations governing the use of a City pool, specially equipped, or public safety vehicle.

An Employee Group member authorized to use a City pool, specially equipped, or public safety vehicle shall not use the City vehicle to travel between the Employee Group member’s home and the Employee Group member’s work location.

During any period of time when the City Manager has assigned an Employee Group member a City pool, specially equipped, or public safety vehicle, the Employee Group member shall not be eligible for the mileage reimbursement described in Subsection 11.1.

11.3 Police Chief’s Use of Public Safety Vehicle
To address public safety needs, the Police Chief will be provided with a public safety vehicle to use while on duty and actively performing services for the City, and also for travel between the Police Chief’s home and work location.

The Police Chief shall comply with City regulations governing the use of a City pool, specially equipped or public safety vehicle.

The Police Chief shall not be eligible for a mileage reimbursement or an automobile allowance.

11.4 Vehicle Allowance
Certain positions, as determined by the City Manager, shall receive a monthly increase to salary as a private vehicle allowance. The monthly amount will be determined by the City Manager, but shall not be more than $550 per month. Employee Group members who receive a vehicle allowance shall not be compensated for use of private vehicles in the performance of their duties and/or reimbursement for any/all mileage accumulated in the course of their duties.

Section 12. Safety Equipment
All Employee Group members required to wear steel-toed safety shoes in the performance of their job duties shall be provided an allowance equal to the allowance provided employees in the Miscellaneous Employee Group.

Section 13. Tuition Reimbursement
An Employee Group member may be reimbursed up to a maximum of two thousand dollars ($2,000.00) within one fiscal year for tuition and related fees paid for courses of study in an offduty status if the subject matter content of the course is closely related to the Employee Group member’s present work assignment, or if the Employee Group member is enrolled in a program of study (declared major) related to the Employee Group member’s work assignment. There must be a reasonable expectation that the Employee Group member’s work performance or value to the City will be enhanced as a result of the course of study or that the Employee Group member will be better prepared for promotional opportunities.

16.b
Packet Pg. 766 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 31 The Employee Group member must submit a claim form for reimbursement to the Assistant City Manager giving all information needed for an evaluation of the request. The Assistant City Manager’s decision shall be final. If a course is approved and later found to be unavailable, a substitute course may be approved after enrollment.

Upon completion of the course, a copy of the grade sheet or certificate must be filed in Human Resources for placement in the Employee Group member’s personnel file. All reimbursement must be returned to the City in full if the Employee Group member does not achieve at least a “C” grade.

If the Employee Group member leaves City employment within one (1) year after reimbursement, such Employee Group member is required to refund one-half (1/2) of the reimbursement to the City.

Section 14. Separability of Provisions
In the event that any provision of this Resolution is declared by a court of competent jurisdiction to be illegal or unenforceable, that provision of the Resolution shall be null and void but such nullification shall not affect any other provisions of this Resolution, all of which other provisions shall remain in full force and effect unless amended by the City Council.

Section 15. Prior Compensation and Benefits Plan

15.1 Continuance of working conditions and practices not specifically authorized by ordinance or by resolution of the City Council is not guaranteed by this Resolution.

15.2 This Resolution shall supersede all prior Compensation and Benefit Plans approved by the City Council and applicable to the Employee Group.

16.b
Packet Pg. 767 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 32 Management Minimum Maximum
Assistant City Manager (ET/DH)* 14,417 16,519
Deputy Director of Public Works - Field Services and
Engineering 11,850 13,901
Deputy Director of Public Works- Wastewater 11,850 13,901 Director of Planning I City Planner (ET/DH)* 13,624 15,582 Economic Development Manager 9,717 11,174
Financial Services Manager 9,537 11,765
Human Resources Analyst 6,949 8,521
Human Resources Manager 9,537 11,765
City Clerk
Confidential
Executive Assistant to the City Manager 5,973 6,875
Safety Management
Police Chief (ET/DH)* 15,110 17,377
* ET/DH = Executive Team/Department Head
Salary Range
APPENDIX A-1
2017-2018 MISCELLANEOUS UNREPRESENTED MEMBER SALARY SCHEDULE 2017-2018 UNREPRESENTED SAFETYMEMBER SALARY SCHEDULE

16.b
Packet Pg. 768 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 33 Management Minimum Maximum
Assistant City Manager (ET/DH)* 14,705 16,849
Deputy Director of Public Works - Field Services and
Engineering 12,087 14,179
Deputy Director of Public Works- Wastewater 12,087 14,179 Director of Planning/City Planner (ET/DH)* 13,896 15,894 Economic Development Manager 9,911 11,397
Financial Services Manager 9,728 12,000
Human Resources Analyst 7,088 8,691
Human Resources Manager 9,728 12,000
City Clerk 8,157 9,381
Confidential
Executive Assistant/Deputy City Clerk 6,092 7,013
Safety Management
Police Chief (ET/DH)* 15,412 17,725
* ET/DH = Executive Team/Department Head
(2% Increase)
APPENDIX A-2
2018-2019 MISCELLANEOUS UNREPRESENTED MEMBER SALARY SCHEDULE (2% Increase)
Salary Range
2018-2019 UNREPRESENTED SAFETYMEMBER SALARY SCHEDULE

16.b
Packet Pg. 769 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 34 Management Minimum Maximum
Assistant City Manager (ET/DH)* 14,999 17,186
Deputy Director of Public Works - Field Services and
Engineering 12,329 14,463
Deputy Director of Public Works- Wastewater 12,329 14,463 Director of Planning/City Planner (ET/DH)* 14,174 16,212 Economic Development Manager 10,110 11,625
Financial Services Manager 9,922 12,240
Human Resources Analyst 7,230 8,865
Human Resources Manager 9,922 12,240
City Clerk 8,320 9,569
Confidential
Executive Assistant/Deputy City Clerk 6,214 7,153
Safety Management
Police Chief (ET/DH)* 15,720 18,079
* ET/DH = Executive Team/Department Head
APPENDIX A-3
2019-2020 MISCELLANEOUS UNREPRESENTED MEMBER SALARY SCHEDULE (2% Increase)
Salary Range
2019-2020 UNREPRESENTED SAFETYMEMBER SALARY SCHEDULE
(2% Increase)

16.b
Packet Pg. 770 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 35 Management Minimum Maximum
Assistant City Manager (ET/DH)* 15,299 17,530
Deputy Director of Public Works - Field Services and
Engineering 12,575 14,752
Deputy Director of Public Works- Wastewater 12,575 14,752 Director of Planning/City Planner (ET/DH)* 14,458 16,536 Economic Development Manager 10,312 11,858
Financial Services Manager 10,121 12,485
Human Resources Analyst 7,374 9,043
Human Resources Manager 10,121 12,485
City Clerk 8,487 9,760
Confidential
Executive Assistant/Deputy City Clerk 6,339 7,296
Safety Management
Police Chief (ET/DH)* 16,035 18,441
* ET/DH = Executive Team/Department Head
(2% Increase)
APPENDIX A-4
2020-2021 MISCELLANEOUS UNREPRESENTED MEMBER SALARY SCHEDULE (2% Increase)
Salary Range
2020-2021 UNREPRESENTED SAFETYMEMBER SALARY SCHEDULE

16.b
Packet Pg. 771 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 36 16.b
Packet Pg. 772 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 37 16.b
Packet Pg. 773 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the 38 Section 16. Additional Provisions
Unless otherwise specifically stated in this Resolution, this Resolution shall become effective on the date approved by the City Council, and shall remain in effect through June 30, 2025 unless otherwise amended by the City Council.

BE IT FURTHER RESOLVED that this Resolution shall constitute the sole statement of compensation and benefits for the Unrepresented Management and Confidential Employees of the City of Pacifica for the period commencing July 1, 2023 and ending June 30,2025.

I certify that the foregoing resolution was passed and adopted at a regular meeting of the Pacifica City Council on July 10, 2023, by the following vote:

AYES, Council Members:

NOES, Council Members:

ABSENT, Council Members:

ABSTAIN, Council Members:
_____________________________
Tygarjas Bigstyck, Mayor
ATTEST: APPROVED AS TO FORM:
________________________ __________________________
Sarah Coffey, City Clerk Michelle Kenyon, City Attorney

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Packet Pg. 774 Attachment: EXHIBIT 1 - Unrepresented Management & Confidential Employees Group - 2023-2025 draft (5410 : Consideration of the

CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Appointments to the Climate Action and Adaptation Plan Task Force RECOMMENDED ACTION:

Move to appoint a minimum of nine (9) and maximum of eleven (11) applicants to the Climate Action and Adaptation Plan Task Force.

STAFF CONTACT:

Sarah Coffey, City Clerk
650-738-7307
[email protected]
BACKGROUND/DISCUSSION:

At the City Council meeting held on May 22, 2023, the City Council adopted Resolution No. 50- 2023 creating the Climate Action and Adaptation Plan Task Force, a limited term City Committee with anticipated duration of 18-24 months for the purpose of developing a Draft Climate Action and Adaptation Plan for City Council adoption.

The City has recruited applicants for the Climate Action and Adaptation Plan Task Force seeking a broad cross-section of the community, such as residents, businesses, youth, faith community, nonprofit organizations, and residential and commercial property owners.

Recruitment notices were posted on the City website on June 1, 2023, and published in the Pacifica Tribune on June 7, 2023; June 14, 2023; and June 21, 2023. Recruitment for the Climate Action and Adaptation Plan Task Force positions was also advertised in the “Connect With Pacifica” and “Business Matters” weekly e-newsletters issued by the City Manager’s Office, the City’s Facebook and NextDoor social media channels, and external groups including the Rotary Club of Pacifica and the Pacifica Climate Committee.

The City received fifteen (15) timely applications for the Climate Action and Adaptation Plan Task Force. The list of applicants under consideration for the Climate Action and Adaptation Plan Task Force is attached.

Interviews were conducted by the City Council at a Special City Council Meeting held on July 6, 2023.

Selection Process
The list of all applicants under consideration for the Task Force is attached as Attachment A - Climate Action and Adaptation Plan Task Force Applicants. 17 Packet Pg. 775
Pacifica City Council 2
July 10, 2023
Council may choose to deliberate as to the candidates that they would support to nominate for appointments to each of the open Task Force seats. Council should then make a formal motion to appoint named applicants to the Task Force. As set forth in Resolution No. 50-2023 establishing the Climate Action and Adaptation Plan Task Force and setting forth the Task Force Member Terms, the Task Force shall consist of a minimum of nine (9) and a maximum of eleven (11) members, all of whom shall serve for the duration of the Task Force (anticipated 18- 24 months) until City Council adoption of the Climate Action and Adaptation Plan. The formal motion for appointments to the Climate Action and Adaptation Plan Task Force should name the nine (9) to eleven (11) individuals selected.

FISCAL IMPACT:

None associated with this item.

ORIGINATED BY:

City Clerk
ATTACHMENT LIST:

Attachment A - Climate Action and Adaptation Plan Task Force Applicants (DOC) Attachment B - Resolution No. 50-2023: Creating Climate Action and Adaptation Plan Task Force (PDF)
17 Packet Pg. 776

CITY COUNCIL REGULAR MEETING
JULY 10, 2023

APPOINTMENT TO

CLIMATE ACTION AND ADAPTATION PLAN TASK FORCE
NEED 9-11:
• terms will be for the duration of the Task Force (anticipated 18-24 months) Applicants
Maria Barr
Cherie Chan
Paul Chervatin
Kimberly Finale
Kai Martin
Judy Maselli
Monica Meagher
Margo Meiman
Rich Nahass
Dave Plumb
Carl Schwab
Jake Scussel
Remi Tan
Nancy Tierney
Cindy Yang

17.a
Packet Pg. 777 Attachment: Attachment A - Climate Action and Adaptation Plan Task Force Applicants (5401 : Appointments to City Committees /

17.b
Packet Pg. 778
Attachment: Attachment B - Resolution No. 50-2023: Creating Climate Action and Adaptation Plan Task Force (5401 : Appointments to City

17.b
Packet Pg. 779
Attachment: Attachment B - Resolution No. 50-2023: Creating Climate Action and Adaptation Plan Task Force (5401 : Appointments to City

CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Consideration of Forming a City Council Ad-Hoc Subcommittee Regarding Aircraft Noise Issues and FAA Civil Aviation Noise Policy Review
RECOMMENDED ACTION:
1) Consider establishing a City Council Ad-Hoc Subcommittee of two Councilmembers related to aircraft noise issues;
2) If established, specify the purpose of the Ad-Hoc Subcommittee, and appoint two Councilmembers.
3) Authorize the City Manager to submit a comment letter to the FAA on the Civil Aviation Noise Policy Review as recommended by the Ad Hoc Subcommittee prior to the comment period deadline of July 31, 2023.

STAFF CONTACT:

Kevin Woodhouse, City Manager
650-738-7409
[email protected]
BACKGROUND/DISCUSSION:

At the regular meeting of the City Council held on June 26, 2023, during Council Communications, Councilmember Boles provided a brief report out from her role as a liaison to the SFO Community Roundtable (SFO-RT) regarding the SFO-RT’s discussion and actions in response to the FAA’s review of aircraft noise policy. Councilmember Boles requested the City Manager place an item on the agenda for the City Council to consider whether or not to form a City Council Ad Hoc Subcommittee Regarding Aircraft Noise to consist of two Councilmembers.

The purpose for the Ad-Hoc Subcommittee is to work with concerned residents to compose a comment letter to the FAA on the review of the Civil Aviation Noise Policy that addresses Pacifica’s specific concerns related to aircraft noise issues. The Ad-Hoc Subcommittee may also incorporate information from Brisbane, who is similarly impacted by aircraft noise issues specific to departures. The Ad-Hoc Subcommittee members will finalize the comment letter with the City Manager for the Mayor’s signature and submission to the FAA by the close of the public comment period on July 31, 2023.

Background information relevant to the Council’s consideration of this item is provided below.

SFO Community Roundtable
Pacifica was one of the first members of the San Francisco International Airport Community Airport Roundtable (SFO-RT) and has been an active participant since its inception in 1981. The SFO-RT’s purpose is “to develop, evaluate, and implement reasonable and feasible policies, procedures, and mitigation actions that will further reduce the impacts of aircraft noise in neighborhoods and communities in San Francisco and San Mateo Counties” (SFO-RT MOU).

Councilmember Boles is the current Council liaison to the SFO-RT, and Mayor pro Tem Vaterlaus services as the alternate representative. The City does not have staff resources to support the Councilmember’s role in the SFO-RT. Due to staff resource limitations, aircraft 18 Packet Pg. 780
Pacifica City Council 2
July 10, 2023
noise issues currently are handled directly by the City Manager, including preparation of reports and letters.

Public Comment Period on FAA Civil Aviation Noise Policy Review The Federal Aviation Administration (FAA) initiated a review of the Civil Aviation Noise Policy (DOCKET #FAA-2023-0855) following feedback in the Neighborhood Environmental Survey, which was conducted with residents in the vicinity of 20 US airports from 2012 - 2014. The Neighborhood Environmental Study showed that a higher percentage for people were “highly annoyed” by aircraft noise across all levels of noise exposure studied. The Civil Aviation Noise Policy sets forth how the FAA analyzes, explains, and publicly presents changes in noise exposure from aviation activity.

The FAA has invited public comments from interested individuals, entities, and other parties to review four key considerations of its Civil Aviation Noise Policy. The FAA is reviewing:

1. Research on the effects of exposure to aviation noise, including the correlation of exposure to aviation noise with adverse health impacts, economic impacts, and annoyance;

2. Its standard noise metric that describes exposure to aircraft noise and potential revisions to the choice of standard metrics;

3. Its definition of the threshold of significant noise exposure;

4. The level of aircraft noise exposure below which land uses are considered “normally compatible” with airport operations, including consideration of criteria for application of noise mitigation measures to address adverse noise exposure.

The FAA requests commenters identify the number of each question to which a response is submitted (comments are not limited to these categories):

1. Vehicle Type (e.g., fixed wing, rotor wing, supersonic, drones)

2. Operations (e.g., takeoff, landing, circuits)

3. DNL

4. Averaging

5. Decision-making noise metrics

6. Communication

7. NEPA/Land Use Noise Thresholds

8. FAA Noise Thresholds Using Single-Event or Operational Metrics

9. FAA Noise Thresholds for Low-Frequency Events

10. Miscellaneous (other issues FAA should consider)

11. Literature Review
At the June 7, 2023 meeting of the SFO Roundtable, the members considered a draft document (Attachment A) to provide comments from the SFO Roundtable in response to the FAA’s request for public input on their Noise Policy. This chance to communicate directly to the FAA at their request about their Noise Policy has been characterized as a once-in-a-lifetime opportunity. The SFO Roundtable encouraged individual cities and their City Councils to also file comments on the FAA Noise Policy to address their constituents’ concerns in addition to the concerns communicated by the SFO Roundtable. The comment period runs from May 1, 2023 - July 31, 2023.

Scope of Work of Ad Hoc Subcommittee
It is anticipated that this Ad Hoc Subcommittee would consist of less than a quorum of the Council, would be limited in scope and have a limited duration, and therefore it would not be 18 Packet Pg. 781
Pacifica City Council 3
July 10, 2023
considered a legislative body under the Brown Act. Should the Council decide to form this Ad Hoc Subcommittee, the Council should discuss and define the limited scope of work and duration of the subcommittee. Based on Councilmember Bole’s comments, the scope and purpose of this Ad Hoc Subcommittee will be to gather information from concerned members of the public and contact the City of Brisbane to identify common-ground aircraft noise issues above and beyond the scope of the SFO Roundtable response to FAA and to recommend a draft City of Pacifica comment letter to the FAA’s request for comments on the Review of the Civil Aviation Noise Policy. The Ad Hoc Subcommittee will provide a draft comment letter to the City Manager to finalize for submission to the FAA prior to the close of the comment period on July 31, 2023.

Ad Hoc Subcommittee Membership
In order to avoid Brown Act violations regarding Council communications, the City Attorney recommends that the City Council appoint Councilmember Boles, since she is the appointee to the SFO-RT, and Mayor Bigstyck since he will likely be signing the comment letter on the City’s behalf. This way if there is a direct line of communication between the SFO-RT and the Ad Hoc Subcommittee, any coordination would still consist of less than a quorum of the City Council, thus avoiding potential Brown Act violations.

ALTERNATIVE ACTIONS:

Do not form an Ad Hoc Committee at this time, and continue to work through the SFO-RT and advocate City positions directly to the FAA and the airports.

FISCAL IMPACT:

There is no fiscal impact associated with this action.

ORIGINATED BY:

City Manager's Office
ATTACHMENT LIST:

Attachment A: Draft SFO Roundtable Comment Letter To FAA (PDF) 18 Packet Pg. 782
San Francisco International
Airport/Community Roundtable
455 County Center, 2nd Floor
Redwood City, CA 94063
T (650) 363-4220
F (650) 363-4849
www.sforoundtable.org
Working together for quieter
skies
DATE 1
2 Billy Nolen
3 FAA Administrator (A)
4 Federal Aviation Administration
5 Via: Federal eRulemaking Portal
6 Re: DOCKET # FAA-2023-0855 FAA Request for Comments on Review of the Civil Aviation Noise Policy 7 Dear FAA Administrator Nolen,
8 Thank you for the opportunity to provide these comments in response to the FAA request for Comments 9 on the Review of the Civil Aviation Noise Policy.
10 Established in 1981, the San Francisco Airport/Community Roundtable, (Roundtable) represents more 11 than 1.5 million residents of the combined City and County of San Francisco and of San Mateo County. 12 Roundtable members include elected officials of the Boards of Supervisors of the City and County of San 13 Francisco and San Mateo County as well as from the City Councils of all twenty cities within San Mateo 14 County.
15 The Roundtable collaborates with the San Francisco International Airport, the Federal Aviation 16 Administration, airlines, members of Congress and other elected officials, noise-impacted communities, 17 and the public with the purpose of developing, evaluating, and implementing policies, aircraft 18 procedures, and mitigation actions that will reduce aircraft noise exposure in the neighborhoods and 19 communities in San Francisco and San Mateo Counties, and to advocate for aircraft noise related 20 legislation and programs, and to support research that reduces aircraft noise impacts. The pre-eminent 21 goal of the SFO Airport/Community Roundtable is to improve all aircraft procedures and operations 22 which have detrimental noise impacts to residents whether from ground operations or flight operations. 23 A special focus for the SFO Airport/Community Roundtable is nighttime airplane noise especially as a 24 health issue. If aircraft noise is seen only as “annoying” to residents, it would overlook the well25 documented deleterious effects of airplane noise on the health of residents. Documented in peer26 reviewed scientific journals, noise adversely and seriously affects blood pressure, cardiovascular and 27 other health issues in adults. Effects in children indicate that aircraft noise can result in an increase in 28 children’s blood pressure and can cause negative impacts on children’s education as shown by lower 29 levels in cognitive testing, task perseverance, long term memory, short term memory and reading 30 achievement.
31 The following comments in response to the FAA Request for Comments on Review of the Civil Aviation 32 Noise Policy, Federal Register Docket # FAA-2023-0855, were discussed by Roundtable Members with 33 input from the public at a noticed regular public meeting of the SFO Airport/Community Roundtable on 34 June 7, 2023, Roundtable members (unanimously?) voted to approve this document.

Attachment A
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Packet Pg. 783 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation 35 We appreciate the opportunity to provide input on this request. Aircraft noise impacts are critically 36 important to the health and quality of life to our residents. We applaud the FAA for undertaking this 37 process and we look forward to working with you create quieter skies for our residents. 38 Very respectfully,
39 40 Sam Hindi, Chairman
41 SFO Airport/Community Roundtable
42 43 Cc:
44 Members of the SFO/Airport Community Roundtable
45 3 Members of Congress in SFORT area (also US mail)
46 California elected legislators (Assembly and State Senate) in SFORT area 47 SF/SMC elected officials: SF Mayor, all Members of SF & SMC BOS 48 FAA Reg Admin Dr. Rachel Girvin
49 Others?
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Packet Pg. 784 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation San Francisco International
Airport/Community Roundtable
455 County Center, 2nd Floor
Redwood City, CA 94063
T (650) 363-4220
F (650) 363-4849
www.sforoundtable.org
Working together for quieter
skies
SFO Airport/Community Roundtable www.sforoundtable.org Page 1 1 2
3 Airport/Community Roundtable Comment Letter
4 Response to Federal docket number FAA-2023-0855
5 Note: Gray text is used for FAA questions; black text is used for SFO Roundtable Comments. 6 Notice of public meeting and request for comments review key considerations of its civil aviation noise 7 policy in the context of noise metrics and noise thresholds. 8 FAA requests comments focus on the issues and questions identified below to be most helpful to them; 9 and that commenters identify the number of each question to which a response is submitted. 10 11 1. VEHICLE TYPE
12 When the FAA published the ANAP (27) in 1976, the impacts of aviation noise were related to 13 commercial jet service at or in the immediate vicinity of airports. What types or elements of current or 14 future air vehicle activity (e.g., unmanned aircraft systems (also known as UAS or drones), advanced air 15 mobility, rotorcraft, subsonic fixed wing, supersonic, or commercial space) should the policy describe 16 and disclose? How should this information be described using noise metrics? Should the FAA use this 17 information to make decisions or for public disclosure only? Please explain your reasoning. 18 Comment: The SFO Roundtable wishes to respond with three distinct aircraft type categories: (1) 19 supersonic, (2) helicopters and (3) emerging aircraft, e.g., eVTOLs. 20 (1) Supersonic Aircraft: A 2020 letter from the SFO Airport/Community Roundtable to the FAA 21 Administrator stated: “1) The FAA should follow its long-standing position of requiring new supersonic 22 aircraft to meet the same noise certification levels as subsonic aircraft; and 2) Supersonic aircraft 23 should meet or exceed Stage 5 requirements, which would remain consistent with subsonic aircraft…” 24 25 We continue to advocate for supersonic aircraft to comply with the noise certification standards in 26 place for subsonic aircraft at the time of aircraft certification. Whatever devices, procedures, 27 techniques, or other methods are used, such as a Variable Noise Reduction System (VNRS), to reduce 28 supersonic aircraft noise to meet current supersonic noise standards, should continue to be used in 29 flight through all altitudes in the climb until the aircraft reaches cruise flight level. Supersonic aircraft 30 should be subject to all other regulations applicable to standard aircraft such as a 250-knot speed 31 restriction below 10,000’MSL and other operational regulations as well as pilot certification and 32 training.
33 34 We oppose supersonic flight over the land of the United States and the US Territorial Sea (12NM 35 offshore) regardless of any purported “quiet sonic boom” technology.

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Packet Pg. 785 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 2 36 Alternatively, if Congress, at some time in the future, agrees to allow supersonic flight over the land 37 of the United States, with or without any purported “quiet sonic boom” technology or other design 38 to reduce sonic boom noise, then no takeoff, landing or overflight from such a supersonic aircraft 39 should take place over any portion of the United States land or territorial sea (12 NM offshore) of the 40 United States from the hours of 10pm-8am local time under such supersonic flight. 41 (2) Helicopters: We value the services provided by medical, law enforcement, and military helicopters 42 and recognize the necessity of low altitude helicopter operations for special inspections, repairs, and 43 some actual business operations. (e.g., crop dusting, photo reconnaissance). But for simple 44 transportation of corporate executives or wealthy individuals, the FAA should consider setting a 45 minimum altitude of 2000’ -- or higher – over any populated areas and especially at night for the 46 enroute (not taking off or landing) phase of flight. 47 48 (3) Emerging Aircraft: Low Altitude autonomous aircraft, whether designed to act as “air taxis” (eVTOLs) 49 or to deliver packages should be strictly regulated in conjunction with local elected officials and the 50 public in the areas that they traverse. Please do not cede the low altitude airspace to an industry51 heavy FAA “committee” to set regulations and give away the low altitude airspace to the detriment 52 of residents’ health and quality of life.
53 54 Without regulation to protect residents, these vehicles will fill the low-level airspace impinging on 55 and affecting the residents in a very personal manner. Please implement a transparent, effective 56 method to involve local entities. This might entail involving local city councils or Boards of 57 Supervisors or expanding the role of already existing public entities dealing with land use 58 compatibility such as California’s Airport Land Use Committees or other representative public body. 59 60 Regulations controlling package delivery should provide strict operational limits if it is to fly over any 61 residences. Package delivery should not be permitted during the evening hours, the night hours, or 62 the early morning hours. No package delivery and no overflight between 6pm and 8am. 63 2. OPERATIONS OF AIR VEHICLES
64 Comment: The SFO Roundtable was established in 1981 as a voluntary committee to address 65 community noise impacts from aircraft operations at SFO. Therefore, operations of air vehicles remain 66 our primary concern, particularly at night.
67 a. What elements of aircraft operations (e.g., en-route, takeoff, landing) should the noise metric 68 evaluate and disclose? Should the FAA use this information to make decisions or disclose to the public 69 noise impacts? Please explain your reasoning.
70 Comment: The SFO Roundtable membership is limited to the areas within the counties of San Francisco 71 and San Mateo. These areas predominantly experience takeoff and landing procedures, so our 72 perspective may be more limited than others that may very well include en-route operations. In 73 addition, and due to our relatively uniqueness of predominantly one airport flow configuration 74 (approximately 90%) in “West Plan” that results in no overflights to the areas immediately west of SFO, 75 we also experience ground noise from aircraft operations, such APU usage, taxiing, start-of-takeoff roll 76 on departure and thrust reverse on arrival. We strongly believe that the noise metric must evaluate and Meeting 343
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Packet Pg. 786 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 3 77 disclose all these operations of air vehicles and this information is critical to make decisions and disclose 78 impacts.
79 b. What interests or concerns do communities in the vicinity of airports have? How can these concerns 80 be addressed using noise metrics? What noise metrics would address these concerns? Please explain 81 your reasoning.
82 Comment: The main concerns of communities represented by the SFO Roundtable are related to the 83 operations of air vehicles include night operations and non-safety vectoring for efficiency of aircraft 84 from published procedures and/or noise abatement procedures. We appreciate the overwhelming 85 number of controllers who vector for noise abatement at night - directing planes over the San Francisco 86 Bay or other non-residential areas instead of over highly sensitive residential areas. 87 Assumptions that airplanes are quiet above certain altitudes (7000’ on descent and 10,000’ in 88 climb/cruise.) are inaccurate. Our residents have clearly reported that an airplane climbing at 10,000’ is 89 not a quiet airplane – especially at night.
90 There are some occasions when controllers offer or approve shortcuts to airplanes – allowing the planes 91 to leave their filed flight plan path to fly over residential areas in the middle of the night with virtually no 92 other traffic in the sky. ATC controllers should avoid non-safety vectors providing efficiency shortcuts to 93 aircraft over residential areas- especially at night. Perhaps the best metric is simply the number of 94 aircraft being vectored away from established procedures at night – as it only takes one such deviation 95 to awaken people as we know people are awakened from unusual operations. 96 c. What interests or concerns do overflight communities (28) have? How can these concerns be 97 addressed using noise metrics? What noise metrics would address these concerns? Please explain your 98 reasoning.
99 Comment: None
100 d. What interests or concerns do communities in the vicinity of commercial space transportation 101 operations have? How can these concerns be addressed using noise metrics? What noise metrics would 102 address these concerns? Please explain your reasoning. 103 Comment: None
104 e. What interests or concerns do communities in the vicinity of UAS (drone) package delivery or other 105 newly emerging technology operations have? How can these concerns be addressed using noise 106 metrics? What noise metrics would address these concerns? Please explain your reasoning. 107 Comment: None
108 3. DNL
109 What views or comments do you have about the FAA’s core decisionmaking metric, DNL? How would 110 these views regarding DNL be resolved if the FAA employed another noise metric (either in addition to, 111 or to replace DNL) or if the FAA calculated DNL differently? Please explain your reasoning.

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Packet Pg. 787 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 4 112 Comment: In our 2016 Recommendations, in response to the FAA Norcal Metroplex Initiative, we said:
113 “In assessing impacts to the community, the Roundtable asks that consideration be given to the 114 limitations of using an annual average metric such as DNL to assess impact on the members of the 115 community. Impact to the community extends far beyond an arbitrary DNL level which is widely 116 acknowledged to be inadequate. There are other available noise metrics, including those that better 117 capture how frequency of flights affects communities; where available, these alternate metrics should 118 be factored into FAA decisions. We understand that the FAA is conducting a wide-ranging study of noise 119 impacts on the communities. When the results are available, we would recommend that more 120 representative noise metrics from this study be implemented as soon as feasible and that existing and 121 future flight procedures be reviewed considering the new noise data. (Italics in original) 122 So, this is not a new issue, and we would add today that living in 60 DNL or 55 DNL noise contours, 123 especially if the area also includes loud nighttime airplanes, limits residents’ amount of health-restoring 124 sleep, increases their susceptibility to serious disease and almost certainly results in very high levels of 125 annoyance.
126 The Environmental Protection Agency (EPA) in their March 1974 report “Information on Levels of 127 Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of 128 Safety”, concluded that a DNL of 55 dB or lower was the appropriate noise level for “outdoors in 129 residential areas…”
130
131 DNL could perhaps play a role in assessing land use compatibility for communities close to the airport, 132 but only if DNL is set lower at 55 DNL as recommended by the EPA in 1974 and additional metrics are 133 incorporated to help people understand the aircraft noise environment in which they reside. This lower 134 criteria with additional metrics could be used to qualify for the Residential Sound Insulation Program 135 (RSIP).
136 Even though DNL incorporates a “night penalty” of 10 dB, that is not sufficient compensation for the 137 effects of nighttime noise. For example, it may take only one or two loud airplanes in the middle of the 138 night causing awakenings to necessitate increased residential noise insulation even for 50 DNL and 55 139 DNL to protect the health of residents. Number of events above 50 dB or total number (below 18,000’) 140 of operations could be additional metrics to be factored with traditional DNL. But neither lower DNL, 141 coupled with operational frequency like number above or total number can account for the effects of 142 individual loud airplanes causing awakenings.
143 In a recent study conducted by Boston University School of Public Health (BUSPH) and Oregon State 144 University, (https://ehp.niehs.nih.gov/doi/10.1289/EHP10959) it was reported that that people who 145 were exposed to airplane noise at levels as low as 45 dB were more likely to sleep less than 7 hours per 146 night.
147 Other studies have correlated awakenings with Sound Exposure Level (SEL). We have seen that SEL is 148 about 7 to 12 dB higher than the maximum sound level for an average aircraft arrival or departure noise 149 event. Assuming the 45 dB was a maximum sound level reported above, a corresponding SEL may be 55 150 dB for the onset of the interior SEL for awakenings. Knowing that open windows reduce the noise by 10- 151 15 dB, an outside SEL of 65 to 70 dB (windows open), 75 to 80 dB (windows closed – an additional 10 dB 152 for standard home construction) and 85 to 90 dB (windows closed with sound insulation treatment 153 applied) may be an appropriate single-event noise metric to use as the onset of awakenings from 154 aircraft operations at night depending on the level of treatment applied.; and be used to determine the Meeting 343
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Packet Pg. 788 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 5 155 acoustical treatments required to provide for an adequate sleeping environments for residential 156 bedrooms.
157 4. AVERAGING
158 DNL provides a cumulative description of the noise events expected to occur over the course of an 159 entire year averaged into a representative day, described as an Average Annual Day (AAD). 160 a. Do you believe an AAD is an appropriate way to describe noise impacts? Please explain why or why 161 not.
162 Comment: Averaging metrics do not generally provide the kind of tailored data to account for variations 163 in aircraft noise that typically occur in our communities. However, averaging may serve some purposes 164 when combined with aggressive time carve-outs and used with additional metrics including Sound 165 Exposure Level (SEL).
166 b. If not, what alternative averaging schemes to AAD should be considered and why? What information 167 would the use of an alternative averaging scheme capture that AAD does not? 168 Comment: The FAA currently allows schools to base their DNL calculations for noise insulation 169 qualification based on their hours of operation instead of 24/7/365. That, too, should be available for 170 airports which have seasonal variations. For example, winter snow destinations with heavy winter 171 operations but few aircraft operations for the rest of the year, should be allowed to have their DNL 172 calculation based on their heavy season only because that is when those residents are most affected. 173 Similarly, residents should be allowed to calculate the DNL for their homes based on the days of the year 174 that they are subjected to the fights that typically comprise their DNL. For example, at San Francisco 175 International Airport, (SFO), the typical traffic flow is based on northwest winds with Runways 28L/R 176 straight out departure aircraft being the dominant factor in determining the 65 DNL contour for 177 residences underneath. However, for about 10% of days in the year -- when SFO uses other runway 178 configurations, little, if any, significant airplane noise is produced in the 65 DNL contour, but those days 179 are still added into the DNL 365 days calculation, thus “diluting” the impact of the noise that occurs 90% 180 of the time. In this case, it would be expected that if the DNL calculation deleted days when Runways 181 28L/R were not used for departures, then it would be likely that the 65 DNL contour would expand into 182 the adjacent 60 DNL contour levels, thus qualifying these homes for the Residential Sound Insulation 183 Program (RSIP).
184 5. Decision-making Noise Metrics
185 The FAA currently uses DNL as its primary decisionmaking metric for actions subject to NEPA and airport 186 noise compatibility planning studies prepared pursuant to 14 CFR part 150. 187 a. Should different noise metrics be used in different circumstances for decisionmaking? 188 Comment: DNL could be used for land compatibility and NEPA studies for changes near to the airport, 189 although it needs to find alternatives to the 24/7/365 constraint and needs to be augmented with 190 additional metrics from operations metrics as well as single event data. Based on the effects of changes 191 to flight procedures resulting from the FAA’s implementation of the NorCal Metroplex, it is clear that Meeting 343
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Packet Pg. 789 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 6 192 something other than DNL, specifically 1.5 dB change within the 65 DNL is needed to assess potential 193 impacts, particularly those resulting in the concentration of flight paths. 194 b. If the answer to Question 5.a. is “yes,” please identify: the metric, the information it provides that 195 DNL does not, and explain when and how it should be employed by the FAA in its system (e.g., should 196 the FAA use a noise metric other than DNL to evaluate noise exposure in quiet settings, such as national 197 parks, national wildlife and waterfowl refuges, etc.)? Should this metric be used when the FAA is making 198 decisions that affect noise in these settings? Should this metric be used alone or in combination with 199 another metric?
200 Comment: Metrics used to make decisions on new and modified flight procedures should be based on 201 operations data over a specified area using number of events above 50 dB or total number of flights 202 overhead (below 18,000’) along with additional metrics reporting individual aircraft using Sound 203 Exposure Level (SEL). The SEL data is required to identify individual loud aircraft during the nighttime 204 that could startle sleeping residents and lead to awakenings. 205 c. If the metric should be used in combination with another metric, please describe how they should be 206 used together for decisionmaking.
207 Comment: None
208 d. If the answer to Question 5.a is “no,” should DNL remain the core decisionmaking metric or should 209 another metric be substituted in all circumstances? 210 Comment: None
211 e. How would the use of the metrics that you recommend support better agency decisionmaking? 212 Please explain and illustrate with specific examples how the use of the recommended metric(s) would 213 benefit agency decisionmaking.
214 Comment: The significance threshold for “non-airport” NEPA studies (e.g., flight procedure changes) 215 could be based on a percentage increase from existing overhead operations - perhaps as low as 10% for 216 daytime/evening hours, but a far lower increase would only be required for nighttime hours. And even 217 an increase of one noisy flight at night might be sufficient to trigger further action under NEPA to assess 218 the impact on residents’ health. The number of events above does not adequately address the increased 219 frequency of flights. Flights occurring every 2 to 3 minutes are far more annoying than those occurring 220 every 20 to 30 minutes. Contrary, time above does not show the noise events that are noisy and may 221 lead to awakenings and other health issues.
222 6. COMMUNICATION
223 a. Please identify whether and how the FAA can improve communication regarding changes in noise 224 exposure (e.g., what information FAA communicates, where and with whom FAA communicates, what 225 information methods FAA uses to communicate and the venues at which FAA shares this information). 226 Please explain your reasoning.
227 Comment: Transparency is needed early in the process. Currently, the FAA’s PBN flight procedure Meeting 343
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Packet Pg. 790 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 7 228 process incorporates public engagement very late in the process, long after the flight procedure design 229 is largely finalized. While it is challenging to engage the public earlier when it might seem that there is 230 little to show them, this early consultation is exactly what is needed. Beginning public engagement after 231 a CATEX and after the flight procedure is almost fully developed defeats the purpose of public 232 engagement and leaves the FAA open to critique that the process is a “rubber stamp”. 233 When a new or significantly modified flight procedure is proposed, allow the opportunity for an aviation 234 Roundtable technical consultant and a qualified technical consultant for the procedure proponent to be 235 a part of the PBN Full Working Group (or similar) rather than just including FAA-controlled technical 236 staff.
237 The Federal Register and notices to Members of Congress are a start to effectively connecting with 238 residents who have noise issues. However, other ways should be added in such as communication to 239 recognized aviation Roundtables, known (or easily ascertainable) community aviation noise groups and 240 advocates (there are lists of aviation noise groups on various large group websites), information to 241 Boards of Supervisor’s (or similar) with requests to forward to appropriate entities could also work. In 242 addition, social platforms may also be another communication alternative. 243 Whether by design or evolved use, the FAA Instrument Flight Procedures Information (IFP) Gateway 244 does not provide any pertinent information to the public whatsoever. At the very least, the FAA could 245 categorize proposed new/modified procedures as “Procedural Change” vs. “Administrative”. 246 “Procedural Change” could indicate a new flight path, a significantly lower altitude or other changes that 247 could increase noise to residents. “Administrative” could describe a flight procedure that would propose 248 a minor waypoint name change, a non-significant altitude revision or a typo. 249 b. Should the FAA consider revisions to its policy on the use of supplemental noise metrics in the FAA's 250 NEPA procedures? Please explain how this policy should be modified to improve FAA communication of 251 noise changes when the FAA is making decisions that affect noise. Please explain your reasoning. 252 Comment: None
253 c. What information about the change in noise resulting from civil aviation operations (e.g., UAS or 254 drones, helicopters, fixed wing aircraft, rockets/commercial space transportation vehicles, and new 255 entrant technologies) should the noise metric communicate to the public? Please explain your 256 reasoning.
257 Comment: None
258 d. Please explain how the public will benefit if the FAA implements your proposal in response to 259 Questions 6.a and 6.b.
260 Comment: None
261 7. NEPA and Land Use Threshold Established
262 Using DNL or for Another Cumulative Noise Metric
263 The FAA has several noise thresholds that are informed by a dose-response curve (Schultz Curve (29)), 264 which historically provided a useful method for representing the community response to aircraft noise.

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Packet Pg. 791 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 8 265 Two of the noise thresholds informed by the Schultz Curve are the FAA's significant noise impact 266 threshold for actions being reviewed under the National Environmental Policy Act and the land use 267 compatibility standards established in 14 CFR part 150, Appendix A. Both of these rely on the cumulative 268 noise metric DNL and are referred to collectively in this question and questions 8–10 as “the FAA noise 269 thresholds.” On January 11, 2021, the FAA published the results of the Neighborhood Environmental 270 Survey, (30) a nationally representative dataset on community annoyance in response to aircraft noise. 271 The Neighborhood Environmental Survey results show higher percentage of people who self-identify as 272 “highly annoyed” by aircraft noise across all DNL levels studied in comparison to the Schultz Curve. 273 a. How should the FAA consider this information (i.e., the Schultz Curve and Neighborhood 274 Environmental Survey findings) when deciding whether to retain or modify the FAA noise 31) 275 established using the DNL metric or to establish new FAA noise thresholds using other cumulative noise 276 metrics? Please explain your reasoning.
277 Comment: Now that NES data shows the high level of annoyance at lower levels of noise, and that 278 residents far outside the 65 DNL contours are highly annoyed, many of the FAA’s previous assumptions 279 are based on outdated inaccurate premises and the noise policy should be completely revised. 280 Use of the DNL metric as a standard for NEPA, specifically in reference to changes in the airspace beyond 281 the airport boundaries, is wholly inadequate. Please note our comments regarding DNL in section 3 of 282 this document. Use of NEPA Categorical Exclusions (CATEX) should be severely limited for new or 283 significantly modified flight procedures. Use of CATEX for flight procedures operating 24/7 or in the 284 nighttime should be viewed with intense scrutiny. All assumptions made leading to CATEX 285 determination must be reviewed and revised considering the data provided in the Neighborhood 286 Environmental Survey and as well as a groundswell of scientists reporting serious health impacts from 287 airplane noise in scientific journals.
288 Clearly, the following FAA NEPA guidance (FAA Order JO 7400.2P) on situations where no further 289 environmental review is required beyond the initial environmental review (IER) has been written in a 290 way that almost entirely avoids environmental scrutiny of flight path changes. No further review is 291 required if the proposed flight path change:
292 (a) Is above 18,000 ft AGL
293 (b) Is above 7,000 ft AGL for arrivals and/or 10,000 ft AGL for departures and/or overflights 294 (c) Does not result in 1.5 dB increase for 65 DNL and higher for procedures between 10,000 ft and 295 18,000 ft AGL
296 With residents’ reporting high level of annoyance at lower levels of noise, as noted in the NES, the above 297 items (b) and (c) should be assertively modified.
298 b. Should the FAA consider other or additional information when deciding whether to retain or modify 299 the FAA noise thresholds that were established using the DNL metric or to establish new FAA noise 300 thresholds using other cumulative noise metrics? Please describe the reason for the recommendation 301 and identify the data, information, or evidence that supports the recommendation. 302 Comment: None
303 c. How should research findings on auditory or non-auditory effects ( e.g., speech interference, sleep Meeting 343
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Packet Pg. 792 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 9 304 disturbance, cardiovascular health effects) of noise exposure caused by civil aircraft and vehicles be 305 considered by the FAA when it decides whether to retain or modify the FAA noise thresholds (32) that 306 were established using the DNL metric? How should the FAA consider this same research when deciding 307 whether to establish new FAA noise thresholds using other cumulative noise metrics? Please explain 308 your response.
309 Comment: None
310 d. In examining whether to change its metrics and thresholds for noise, the FAA needs reliable 311 information to support any changes. One type of information that the FAA can rely on is epidemiological 312 evidence. This means the study (scientific, systematic, and data-driven) of the distribution (frequency, 313 pattern) and determinants (causes, risk factors) of health-related states and events (not just diseases) in 314 specified populations (neighborhood, school, city, state, country, global). What amount of 315 epidemiological evidence is sufficient to provide the FAA with a sound basis for establishing or modifying 316 the FAA noise thresholds (33) either using the DNL metric or another cumulative noise metric? Please 317 explain your response.
318 Comment: None
319 e. Should the FAA consider using factors other than annoyance to establish FAA noise thresholds (34) 320 using the DNL metric or other cumulative noise metrics? What revisions to existing FAA noise thresholds 321 or new noise thresholds do you recommend be established and why? Please explain your response. 322 Comment: None
323 8. FAA Noise Thresholds Using Single-Event or Operational Metrics 324 As the FAA learned from the results of the NES, people are bothered by individual aircraft noise events, 325 but their sense of annoyance increases with the number of those noise events. Should the FAA consider 326 employing new FAA noise thresholds (35) using single-event or operational metrics? If the answer is 327 “yes,” which metrics should be used to establish the FAA noise thresholds? What should be the relevant 328 noise exposure level for the new noise thresholds you propose? Please explain your reasoning. If the 329 answer is “no,” please explain your reasoning.
330 Comment: Please see our comments in other sections of this document which can be applicable here as 331 well.
332 9. FAA Noise Thresholds for Low-Frequency Event
333 Should the FAA establish noise thresholds (36) for low-frequency events, such as those associated with 334 the launch and reentry of commercial space transportation vehicles authorized by the FAA Office of 335 Commercial Space Transportation? If the answer is “yes,” which metrics should be used to establish the 336 noise thresholds? What should be the relevant noise exposure level for the new noise thresholds you 337 propose? Please explain your reasoning. If the answer is “no,” please explain your reasoning. 338 Comment: Low-frequency noise thresholds should not be limited to launch and re-entry of commercial Meeting 343
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Packet Pg. 793 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 10 339 space transportation as suggested in question nine. Due to our relative uniqueness of having 340 predominantly one flow airport configuration (approximately 90% in “West Plan”) that results in no 341 overflights to the areas immediately west of SFO, we experience ground noise from aircraft operations, 342 such APU usage, taxiing, start-of-takeoff roll on departure and thrust reverse on arrival. These 343 communities have long reported that “A-weighted” noise metrics are insufficient to describe this noise 344 which relentlessly impacts residents’ sleep and health. In an August 24, 2021, letter to the FAA 345 Administrator, the SFO Roundtable recommended that the FAA use an appropriate noise metric and C346 weighting in the analysis of ground-based noise. 347 We continue to believe that C-weighted noise best describes the “backblast” noise from aircraft taking 348 off and it should be addressed and remediated. We would advocate that the FAA perform an evaluation 349 to determine if C-weighted or A-weighted noise data better represents people’s annoyance and sleep 350 disturbances under the conditions described above. If there is a linear difference, consider an offset 351 applied to DNL to account for this annoyance. If there is no linear difference, determine the 352 circumstances where C-weighted noise should be factored into the land use compatibility and/or 353 eligibility for sound insulation to mitigate such noise. 354 To better understand how ground based noise propagates through the communities adjacent to SFO 355 from aircraft departures, the SFO Roundtable, through its Ground-Based Noise Subcommittee, produced 356 the 2021 San Francisco International Airport Ground Based Noise Modeling Study available at the SFO 357 Roundtable website: Ground Based Noise Modeling Study. 358 Currently, the Roundtable through its Ground-Based Noise Subcommittee is conducting a limited study 359 using portable noise monitors to determine whether low-frequency noise is a larger contributor to noise 360 at the start of take-off vs. noise on the departure path. We will provide the results of the study to the 361 FAA.
362 10. Miscellaneous
363 What other issues or topics should the FAA consider in this review regarding noise metrics, the method 364 of calculating them, the establishment of noise thresholds, (37) or FAA’s method of communicating the 365 change in noise exposure? Please explain your response. 366 Comment: Over the past decades, laws, regulations, processes, and procedures have largely limited the 367 Roundtable’s ability to make significant improvements in reducing airplane noise to residents. The most 368 troubling of these is the lack of recognition and focus by some that nighttime aircraft noise is a serious 369 health concern to residents. In 2016, the SFO Airport/Community Roundtable submitted the SFO 370 Roundtable Response to FAA Initiative to Address Noise containing a comprehensive set of recommendations 371 to the FAA in response to the FAA implementation of the Norcal Metroplex. We said then: “AIRCRAFT 372 NOISE AS A HEALTH ISSUE: If aircraft noise is only seen as “annoying” to residents, it would overlook the 373 well-documented detrimental effects of noise on the health of the members of communities underlying 374 flight paths. Documented in peer-reviewed scientific journals, noise adversely and seriously affects 375 blood pressure, cardiovascular and other health issues in adults. Impacts to children show that aircraft 376 noise can result in an increase in children’s blood pressure and can cause negative impacts on children’s 377 education as shown by lower levels in cognitive testing, task perseverance, long term memory, short 378 term memory and reading achievement.”
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Packet Pg. 794 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 11 379 Today, many peer-reviewed scientific journal recognize the deleterious effects of nighttime noise and 380 recognize that sleep disturbances can lead to serious health concerns. The very real and very serious 381 health concerns to residents, as well as the economic costs from nighttime airplane noise exposure 382 necessitates bold action on the part of the FAA and the airline industry. 383 • No longer can we accept that adding a few extra flight track miles is a valid reason for 384 awakening residents multiple times in the night.
385 • No longer can we accept that avoiding a few minutes of flight delay is a valid reason for 386 awakening residents multiple times in the night.
387 • No longer can we ignore options that might help prevent awakening residents multiple times in 388 the night.
389 One of those options to consider would be to allow Airport Directors at least some discretion to grant 390 incentives to airlines willing to request and implement nighttime noise abatement procedures. Another 391 option to consider is modifying 14CFR161--NOTICE AND APPROVAL OF AIRPORT NOISE AND ACCESS 392 RESTRICTIONS to allow Airport Directors to have increased discretion to insist on reasonable nighttime 393 noise abatement procedures.
394 This might take the form of modifying the criteria or standards for granting a Part 161 Airport request or 395 modifying the Part 161 process which is controlled by the FAA at every step including the final approval 396 or disapproval. Since it’s 1991 implementation, not one airport has successfully restricted operations of 397 aircraft certified as Stage 3 or beyond through the Part 161 process. It would be easy to say that some of 398 these restrictions are due to Congressional legislation, but if the FAA were to request modifications to 399 these regulations from Congress, it is very possible that such requests would find support. 400 In 2016 as part of the SFO Community Roundtable’s recommendations as part of the FAA Norcal 401 Initiative process following Metroplex implementation, the SFO Community Roundtable suggested that 402 the FAA Mission Statement be updated to include noise as a priority. It currently reads:
403 “Our continuing mission is to provide the safest, most efficient aerospace system in the world.” 404 The Roundtable commented that “We support action to amend the FAA Mission Statement to include 405 “noise, health, and other impacts to the communities” along with efficiency, as a secondary 406 consideration after safety. While nothing can be more important than safety in our skies, it is the 407 opinion of this Roundtable that noise and adverse health impacts to the communities should be 408 included to be at least as important as efficiency.” Considering recent scientific studies, the current 409 Roundtable believes that while the FAA mission should always place safety first and foremost, it is past 410 time to add noise impact to residents on an equal basis with efficiency. 411 11. Literature Review
412 In this review, the FAA will examine the body of scientific and economic literature to understand how 413 aviation noise correlates with annoyance as well as environmental, economic, and health impacts. The 414 FAA also will evaluate whether any of these impacts are statistically significant and the metrics that may 415 be best suited to disclose these impacts. A bibliography of this body of research is available for review in 416 the Background Materials tab in the Docket and as Appendix 1 to the FAA framing paper entitled, The 417 Foundational Elements of the Federal Aviation Administration Civil Aircraft Noise Policy: The Noise 418 Measurement System, its Component Noise Metrics, and Noise Thresholds. This framing paper is Meeting 343
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Packet Pg. 795 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation SFO Airport/Community Roundtable www.sforoundtable.org Page 12 419 available at: https://www.faa.gov/noisepolicyreview/NPR-framing. Please identify any studies or data 420 regarding civil aviation noise not already identified by the FAA in the bibliography that you believe the 421 FAA should evaluate. Please explain the relevance and significance of the study or evidence and how it 422 should inform FAA decisions regarding the policy.
423 Comment: The SFO Airport/Community Roundtable identifies the following three literature references 424 for FAA review and evaluation:
425 (1) Reported in EHP and funded through the Federal Aviation Administration (FAA), this study, 426 “Associations between Aircraft Noise Exposure and Self-Reported Sleep Duration and Quality in the 427 United States-Based Prospective Nurses’ Health Study Cohort,” concluded, in part, that:
428
429 “The increasing recognition of the importance of adequate sleep for maintaining health and optimal 430 daytime functioning has spurred research aimed at identifying modifiable factors for improving 431 sleep duration and quality. Environmental risk factors—including noise pollution—represent targets 432 for improving sleep health that been underinvestigated…” 433
434 “We found evidence for adverse effects on sleep at exposures as low as 45 DNL dB(A), the lowest 435 modeled noise level, and evidence further showed an exposure–response relationship between 436 aircraft noise and short sleep duration…”
437 Reference: EHP: Environmental Health Perspective, Association between Aircraft Noise Exposure and 438 Self-Reported Sleep Duration and Quality in the United States-Based Prospective Nurses’ Health 439 Study Cohort, April 2023
440 (2) This publication reported that: “Aircraft noise is one, if not the most, detrimental environmental 441 effect of aviation. It can cause community annoyance, disrupt sleep, adversely affect academic 442 performance of children, and could increase the risk of cardiovascular disease of people…” 443 Reference: Aviation Noise Impacts: State of the Science, Journal Noise and Health, Mar-Apr 2017 444 (3) Although European in focus, this 321-page OPEN ACCESS book includes extensive discussion of 445 nighttime aviation noise impacts to human health (pp.173-218) In general, the book provides step 446 by step explanation of airport noise and related annoyance, discusses the future of aviation noise, 447 and explains how to engage communities when trying to manage aviation noise. 448 Reference: Aviation Noise Impact Management: Technologies, Regulations, and Societal Well-being 449 in Europe, Editors: Laurent Leylekian, Alexandra Covrig, Alena Maximova, 2020.

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Packet Pg. 796 Attachment: Attachment A: Draft SFO Roundtable Comment Letter To FAA (5406 : Create Ad-Hoc Council Subcommittee re: FAA Civil Aviation

CITY OF PACIFICA

COUNCIL AGENDA SUMMARY REPORT
7/10/2023
1 SUBJECT:

Designation of Voting Delegate for League of California Cities Annual Conference RECOMMENDED ACTION:

Designate a voting delegate and alternate(s) who will attend the 2023 League of California Cities (Cal Cities) Annual Conference General Assembly Meeting on Friday, September 22, 2023.

STAFF CONTACT:

Sarah Coffey, City Clerk
(650) 738-7307
[email protected]
BACKGROUND/DISCUSSION:

Pacifica is a member of the League of California Cities (Cal Cities), an association based in Sacramento that represents the interests of California’s cities to the state legislature and provides cities with information on federal and state legislative and administrative affairs. The League maintains a staff that assists cities in solving problems including reference and research services, publications, conferences, and seminars.

This year's League of California Cities Annual Conference is being held in person at the Sacramento SAFE Credit Union Convention Center in Sacramento, CA from September 20 - 22, 2023. The attached June 21, 2023, correspondence regarding the Cal Cities 2023 Annual Conference indicates that Council action must be taken to designate a voting delegate and may appoint up to two alternates.

The General Assembly Meeting will be held on Friday, September 22, 2023, from 8:30 a.m. - 10:30 a.m. for consideration of resolutions. At this meeting the League membership considers and takes action on resolutions that establish League policy. Any Council member attending is eligible to be a delegate. Designating the voting delegate and alternate(s) must be done by City Council action and cannot be accomplished by individual action of Mayor or City Manager alone. City Council action must be taken and the designations returned on the Voting Delegate / Alternate Form before August 28, 2023.

Following the Council's deliberation regarding the selection of a voting delegate and alternate(s), any Council member may make a motion to designate by name the voting delegate and up to two alternate(s) who will be attending the League of California Cities Annual Conference General Assembly meeting. The City Clerk will transmit the Voting Delegate / Alternate Form to the League of California Cities as directed by Council.

FISCAL IMPACT:

None.
19 Packet Pg. 797
Pacifica City Council 2
July 10, 2023
ORIGINATED BY:

City Clerk
ATTACHMENT LIST:

Attachment A: 2023 League of CA Cities Annual Conference Voting Procedures and Delegate/Alternate Memo and Form (PDF)
19 Packet Pg. 798
1400 K Street, Suite 400, Sacramento, CA 95814 • 916.658.8200 • calcities.org DATE: Wednesday, June 21, 2023
TO: Mayors, Council Members, City Clerks, and City Managers RE: DESIGNATION OF VOTING DELEGATES AND ALTERNATES
League of California Cities Annual Conference and Expo, Sept. 20-22, 2023, Sacramento SAFE Credit Union Convention Center
Every year, the League of California Cities convenes a member-driven General Assembly at the Cal Cities Annual Conference and Expo. The General Assembly is an important opportunity where city officials can directly participate in the development of Cal Cities policy.

Taking place on Sept. 22, the General Assembly is comprised of voting delegates appointed by each member city; every city has one voting delegate. Your appointed voting delegate plays an important role during the General Assembly by representing your city and voting on resolutions.

To cast a vote during the General Assembly, your city must designate a voting delegate and up to two alternate voting delegates, one of whom may vote if the designated voting delegate is unable to serve in that capacity. Voting delegates may either be an elected or appointed official.

Please complete the attached voting delegate form and email it to Cal Cities office no later than Monday, August 28.

New this year, we will host a pre-conference information session for voting delegates to explain their role. Submitting your voting delegate form by the deadline will allow us time to establish voting delegate/alternate records prior to the conference and provide preconference communications with voting delegates.

Please view Cal Cities’ event and meeting policy in advance of the conference.

Action by Council Required. Consistent with Cal Cities bylaws, a city’s voting delegate and up to two alternates must be designated by the city council. When completing the attached Voting Delegate form, please attach either a copy of the council resolution that reflects the council action taken or have your city clerk or mayor sign the form affirming that the names provided are those selected by the city council.

Please note that designating the voting delegate and alternates must be done by city council action and cannot be accomplished by individual action of the mayor or city manager alone.

Council Action Advised by August 28, 2023

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Packet Pg. 799 Attachment: Attachment A: 2023 League of CA Cities Annual Conference Voting Procedures and Delegate/Alternate Memo and Form (5394 :

Conference Registration Required. The voting delegate and alternates must be registered to attend the conference. They need not register for the entire conference; they may register for Friday only. Conference registration is open on the Cal Cities website.

For a city to cast a vote, one voter must be present at the General Assembly and in possession of the voting delegate card and voting tool. Voting delegates and alternates need to pick up their conference badges before signing in and picking up the voting delegate card at the voting delegate desk. This will enable them to receive the special sticker on their name badges that will admit the voting delegate into the voting area during the General Assembly.

Transferring Voting Card to Non-Designated Individuals Not Allowed. The voting delegate card may be transferred freely between the voting delegate and alternates, but only between the voting delegate and alternates. If the voting delegate and alternates find themselves unable to attend the General Assembly, they may not transfer the voting card to another city official.

Seating Protocol during General Assembly. At the General Assembly, individuals with a voting card will sit in a designated area. Admission to the voting area will be limited to the individual in possession of the voting card and with a special sticker on their name badge identifying them as a voting delegate.

The voting delegate desk, located in the conference registration area of the SAFE Credit Union Convention Center in Sacramento, will be open at the following times:

Wednesday, Sept. 20, 8:00 a.m.- 6:00 p.m. and Thursday, Sept. 21, 7:30 a.m.- 4:00 p.m. On Friday, Sept. 22, the voting delegate desk will be open at the General Assembly, starting at 7:30 a.m., but will be closed during roll calls and voting.

The voting procedures that will be used at the conference are attached to this memo.

Please share these procedures and this memo with your council and especially with the individuals that your council designates as your city’s voting delegate and alternates.

Once again, thank you for completing the voting delegate and alternate form and returning it to Cal Cities office by Monday, Aug. 28. If you have questions, please contact Zach Seals at [email protected].

Attachments:
• General Assembly Voting Guidelines
• Voting Delegate/Alternate Form
• Information Sheet: Cal Cities Resolutions and the General Assembly

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Packet Pg. 800 Attachment: Attachment A: 2023 League of CA Cities Annual Conference Voting Procedures and Delegate/Alternate Memo and Form (5394 :
1400 K Street, Suite 400, Sacramento, CA 95814 • 916.658.8200 • calcities.org General Assembly Voting Guidelines

1. One City One Vote. Each member city has a right to cast one vote on matters pertaining to Cal Cities policy.

2. Designating a City Voting Representative. Prior to the Cal Cities Annual Conference and Expo, each city council may designate a voting delegate and up to two alternates; these individuals are identified on the voting delegate form provided to the Cal Cities Credentials Committee.

3. Registering with the Credentials Committee. The voting delegate, or alternates, may pick up the city's voting card at the voting delegate desk in the conference registration area. Voting delegates and alternates must sign in at the voting delegate desk. Here they will receive a special sticker on their name badge and thus be admitted to the voting area at the General Assembly.

4. Signing Initiated Resolution Petitions. Only those individuals who are voting delegates (or alternates), and who have picked up their city’s voting card by providing a signature to the credentials committee at the voting delegate desk, may sign petitions to initiate a resolution.

5. Voting. To cast the city's vote, a city official must have in their possession the city's voting card and voting tool; and be registered with the credentials committee. The voting card may be transferred freely between the voting delegate and alternates but may not be transferred to another city official who is neither a voting delegate nor alternate.

6. Voting Area at General Assembly. At the General Assembly, individuals with a voting card will sit in a designated area. Admission to the voting area will be limited to the individual in possession of the voting card and with a special sticker on their name badge identifying them as a voting delegate.

7. Resolving Disputes. In case of dispute, the credentials committee will determine the validity of signatures on petitioned resolutions and the right of a city official to vote at the General Assembly.

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Packet Pg. 801 Attachment: Attachment A: 2023 League of CA Cities Annual Conference Voting Procedures and Delegate/Alternate Memo and Form (5394 :

CITY: ________________________________________
2023 ANNUAL CONFERENCE

VOTING DELEGATE/ALTERNATE FORM
Please complete this form and return it to Cal Cities office by Monday, August 28, 2023.

Forms not sent by this deadline may be submitted to the Voting Delegate Desk located in the Annual Conference Registration Area. Your city council may designate one voting delegate and up to two alternates.

To vote at the General Assembly, voting delegates and alternates must be designated by your city council. Please attach the council resolution as proof of designation. As an alternative, the Mayor or City Clerk may sign this form, affirming that the designation reflects the action taken by the council.

Please note: Voting delegates and alternates will be seated in a separate area at the General Assembly. Admission to this designated area will be limited to individuals (voting delegates and alternates) who are identified with a special sticker on their conference badge. This sticker can be obtained only at the voting delegate desk.

1. VOTING DELEGATE
Name:

Title:

2. VOTING DELEGATE - ALTERNATE
Name:

Title:

Email: _______________________________
Email: ______________________________

3. VOTING DELEGATE - ALTERNATE
Name:

Title:

Email: _____________________________

ATTACH COUNCIL RESOLUTION DESIGNATING VOTING DELEGATE AND ALTERNATES OR ATTEST: I affirm that the information provided reflects action by the city council to designate the voting delegate and alternate(s).

Name: ____________________________________ Email: _________________________________ Mayor or City Clerk: ________________________ Date: __________ Phone: ________________ (circle one) (signature) Please complete and email this form to [email protected] by Monday, August 28, 2023.

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Packet Pg. 802 Attachment: Attachment A: 2023 League of CA Cities Annual Conference Voting Procedures and Delegate/Alternate Memo and Form (5394 :

Sixty days before the
Annual Conference and
Expo, Cal Cities members
may submit policy
proposals on issues of
importance to cities. The
resolution must have the concurrence
of at least five additional member cities
or individual members.

How it works: Cal Cities
Resolutions and the General Assembly
General Assembly
General Resolutions
Policy Committees
Developing League of California Cities policy is a dynamic process that engages a wide range of members to ensure that we are representing California cities with one voice. These policies directly guide Cal Cities advocacy to promote local decision-making, and lobby against statewide policy that erodes local control.

The resolutions process and General Assembly is one way that city officials can directly participate in the development of Cal Cities policy. If a resolution is approved at the General Assembly, it becomes official Cal Cities policy. Here’s how Resolutions and the General Assembly works.

The petitioned resolution
is an alternate method
to introduce policy
proposals during the
annual conference. The
petition must be signed by
voting delegates from 10% of member
cities, and submitted to the Cal Cities
President at least 24 hours before the
beginning of the General Assembly.

Petitioned Resolutions
The Cal Cities President
assigns general resolutions
to policy committees where
members review, debate,
and recommend positions for
each policy proposal. Recommendations are
forwarded to the Resolutions Committee.

Who’s who
The Resolutions
Committee includes
representatives from
each Cal Cities diversity
caucus, regional
division, municipal
department, policy
committee, as well as
individuals appointed by
the Cal Cities president.

Voting delegates
are appointed by each
member city; every city
has one voting delegate.

The General Assembly
is a meeting of the
collective body of
all voting delegates —
one from every
member city.

Seven Policy
Committees meet
throughout the year to
review and recommend
positions to take on
bills and regulatory
proposals. Policy
committees include
members from each Cal
Cities diversity caucus,
regional division,
municipal department,
as well as individuals
appointed by the Cal
Cities president.

During the General Assembly, voting delegates
debate and consider general and petitioned
resolutions forwarded by the Resolutions Committee.

Potential Cal Cities bylaws amendments are also
considered at this meeting.

Cal Cities policy
development is a
member-informed
process, grounded
in the voices and
experiences of city
officials throughout
the state.

For more information visit www.calcities.org/general-assembly Prior to the Annual Conference and Expo
Resolutions Committee
The Resolutions Committee
considers all resolutions.

General Resolutions approved1
by either a policy committee
or the Resolutions Committee
are next considered by the General
Assembly. General resolutions not approved,
or referred for further study by both a policy
committee and the Resolutions Committee
do not go the General Assembly. All
Petitioned Resolutions are considered by the
General Assembly, unless disqualified.2
• Voting delegates will receive increased communications to prepare them for their role during the General Assembly.
• The General Assembly will take place earlier to allow more time for debate and discussion.
• Improvements to the General Assembly process will make it easier for voting delegates to discuss and debate resolutions.

What’s new in 2023?
During the Annual Conference and Expo
1 The Resolution Committee can amend a general resolution prior to sending it to the General Assembly. 2 Petitioned Resolutions may be disqualified by the Resolutions Committee according to Cal Cities Bylaws Article VI. Sec. 5(f).

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Packet Pg. 803 Attachment: Attachment A: 2023 League of CA Cities Annual Conference Voting Procedures and Delegate/Alternate Memo and Form (5394 :

Pacifica City CouncilJuly 10, 2023

Pacifica City Council
July 10, 2023