From: bm@bike2work.Eng.Sun.COM (Bill Michel)
Newsgroups: alt.activism,ba.transportation,ca.environment,rec.bicycles
Subject: Bay Area Air Quality Process update
Date: 15 Aug 92 00:05:59 GMT
Reply-To: bm@bike2work.Eng.Sun.COM (Bill Michel)
Distribution: ba
Organization: Sun Microsystems, Inc.  Mt. View, Ca.
NNTP-Posting-Host: bike2work


  Bay Area Air Quality Management District
	      939 Ellis Street San Francisco, CA 94109

		July 8, 1992



TO:       City Managers
	  County Administrators Congestion Management Agency
	  Executive Directors Transit Agency General Managers
	  Interested State and Regional Agencies The Bay Area
	  Partnership Other Interested Parties

FROM:     Milton Feldstein, Air Pollution Control Officer

SUBJECT:  Notice of Draft BAAQMD List for Congestion Management
Program
	  (CMP) Deficiency Plans


Enclosed is the Bay Area Air Quality Management District's
(BAAQMD) draft list of transportation-related programs, actions
and improvements that will benefit clean air in the region.
These programs, actions and improvements will be selected by
cities and counties when preparing Deficiency Plans for roadway
segments that do not meet level of service (LOS) standards
adopted by the Congestion Management Agency (CMA) in your
county. Deficiency Plans are required by California law
following voter approval of Proposition 1 1 1 (which raised the
State gas tax to fund transportation improvements) in June
1990.

Cities, counties, CMAs and the BAAQMD have important
responsibilities related to the Deficiency List. Other agencies
have been provided an opportunity to review and comment on the
list since their programs or projects may be affected by cities'
and counties' use of measures on the Deficiency List.

Comments on the draft Deficiency List must be received at BAAQMD
offices by 5:00 P.M., Tuesday, September 15, 1992. Adoption of
the Deficiency List by the Board of Directors is scheduled for
October 1992. It will be updated annually.

Written comments should be addressed to: David Marshall, Bay
Area AOMD, 939 Ellis Street, San Francisco, CA 941 09. You may
also FAX comments to David Marshall at (415) 928-8560.

     SUMMARY OF BAAQMD "DEFICIENCY LIST RESPONSIBILITIES

Under State congestion management legislation passed in 1990,
air quality management districts are required to establish a
list of improvements, programs, and actions to improve operation
of  the  transportation  system  and  air quality. The BAAQMD
has prepared a draft  list  which  is  designed  to  reinforce
the transportation control measures (TCMS) in the Bay Area  '91
Clean  Air  Plan.  The final list will be developed and
presented to  the  BAAQMD  Board  of  Directors in October 1992
following a review and comment period. BAAQMD staff will advise
cities,  counties,  and  congestion  management  agencies
(CMAS)  on  the use of the BAAQMD's deficiency list. After Board
approval of the initial list, BAAQMD staff will review any
requests from local government to approve Deficiency Plan
measures that are not on the list. The Deficiency List will be
updated-annually by the BAAQMD.

SUMMARY     OF     CITY     AND     COUNTY     "DEFICIENCY
LiSr'RESPONSIBILITIES

The BAAQMD's list will be used by cities and counties in the
development of Deficiency Plans (hence the BAAQMD's list is
referred to as a "deficiency  list").  Under the congestion
management  legislation,  if  a  roadway  segment  is  severely
congested (i.e. operates at an unacceptable level of service),
the city or county must prepare a Deficiency Plan to mitigate
the adverse impact of the level of service deficiency in order
to receive the gas tax subvention  authorized  by  the
congestion management legislation. In the Deficiency  Plan,
the  city  or  county has  two options:

1    Making improvements directly to the deficient roadway
segment to improve the level  of
     service (e.g., widening the roadway); or

2.   Implementing improvements, programs,  and/or  actions  on
the  BAAQMD's  deficiency
     list to improve operation of the transportation system and
     air quality (e.g., improvements to the transit system, HOV
     network, bicycle facilities).

If the city or county chooses to undertake the system-wide
approach, 'sufficient measures must be selected from the
BAAQMD's deficiency list to offset the congestion on the
deficient roadway segment.

SUMMARY     OF     CONGESTION     MANAGEMENT      AGENCY
"DEFICIENCY      List,
			      RESPONSIBILITY

Congestion  management  agencies  are  responsible  for
reviewing   and   approving Deficiency Plans prepared by cities
and counties.

		   'DRAFT DEFICIENCY LIST.

     PROGRAMS, ACTIONS AND IMPROVEMENTS FOR INCLUSION IN
CONGESTION: MANAGEMENT PROGRAM
	      "DEFICIENCY:PLANS



   BayAreaAir  Quality Management District
	      Planning Division 939 Ellis Street San Francisco,
	   CA 94109


For more information, contact David Marshall at (415) 749-4678


		 July 8,1992

		INTRODUCTION


     This document contains the Bay Area Air Quality
     Management  District's  list  of improvements,  programs
and  actions  for  inclusion  in  Congestion  Management
Program Deficiency Plans. Deficiency Plans  are  a  part  of
the  Congestion  Management  Program (CMP) process. Under the
CMP  process,  each  urbanized  county  in  California
establishes a countywide road system consisting of all
Interstates, state highways and  major  arterials, along with a
level-of-service (LOS) standard.1 When traffic  conditions  on
a  roadway segment or intersection falls below the LOS standard,
the local jurisdiction is required to develop a Deficiency Plan.
In some instances, cities and counties may be monitoring
level-of-service based upon models, attempting to predict
conditions in  the  future.  The intent here-is to develop plans
for deficient segments prior to the actual occurrence of  a
deficiency.

     The requirements for Deficiency Plans are  set  forth  in
     Government  Code  Section 65089.3(b). The plans are to
include four elements: A) an analysis of  the  cause  of  the
deficiency; B) a list of improvements and their estimated
costs  which  would  enable  the deficient road segment or
intersection to maintain a LOS at the standard or  better;  C)
a list of improvements, programs, or actions that will
measurably improve the level-of-service of the road system and
contribute to significant improvements in air quality;  D)  An
action plan to implement either option B) or C) above, including
a specific implementation schedule and a description of funding.
The full text of Section 65089.3(b) is reprinted  in Attachment
A.

     The CMP statutes direct the Bay Area Air  Quality
     Management  District,  as  the relevant air district for
most of the-nine-county Bay Area2, to establish and periodically
update a list of improvements, programs and actions which can be
used by local governments in developing element C of the
Deficiency Plans. The list should include items that"...    (i)
measurably improve the level of service of the system .... and
(ii) contribute to significant improvements in air quality, such
as improved public  transit service and facilities, improved
non-motorized transportation facilities,  high  occupancy
vehicle facilities, and transportation control items." The
statutes also state that "[ilf an improvement, program, or
action is not on the approved list, it shall  not  be
implemented unless approved by the local air quality management
district."

     The CMP process is largely directed at alleviating and
     avoiding peak-period roadway congestion. Because of the way
the need for a  Deficiency  Plan  is  triggered,  they

     1     Level-of-Service, commonly abbreviated as LOS, is a
     method  of  measurement  of  congestion  that compares
actual or projected traffic volume with the maximum capacity of
the facility under study.  LOS ranges from A to F, with F
describing the most congested conditions. Except in a few
instances,  the standard established in the CMPs for the nine
county Bay Area is a LOS of E. Some counties have designated a
LOS standard of D for facilities located within undeveloped and
rural areas.

     2     The Bay Area Air Quality Management District includes
     Alameda, Contra Costa, Marin, Napa, San Francisco, San
Mateo, Santa Clara, the western half of Solano, and the southern
half of  Sonoma  Counties.

also seem likely to address peak period congestion. Because of
this, the List contains items intended to help reduce  peak
period  motor-vehicle  travel,  although  many  will  also work
to reduce travel during other periods of the day.

     In a region as large and diversified as the Bay Area, it
     would be difficult to  identify improvements, programs and
actions that individually work to " ... measurably improve the
level of service of the system .... and contribute to
significant improvements in  air  quality
.... " The items that have been included on our list work in
some degree to improve
roadway conditions and  lessen  air  pollution.  The  degree
to  which  each  item  does  both varies: some are very strong
improvers of traffic congestion, but make small contributions in
improvements to air quality. Others help to improve air quality,
but offer very little in the way of traffic relief. And then
others offer little in both categories, yet are very  necessary
as supporting measures. Because of this, emphasis should be
given to the benefits derived from combining the various
measures, viewing their effectiveness in terms of joint
application.

     Although the statutes do not call for  guidance  on  the
     implementation  of  the  items on the list, BAAQMD staff
has provided  some.  The  guidance  is  general  in  nature,
and  is directed towards providing a basis by which local
jurisdictions, Congestion Management Agencies and other
interested  groups  can  determine  the  adequacy  of  a
Deficiency  Plan.  The guidance is not intended to serve as a
"cookbook" that specifies the degree to which each item shall be
implemented in a particular jurisdiction. Experience gained
through the implementation of the items on the list should help
District staff in updating and improving the list. Future
versions may contain actions specific to certain Counties or
municipalities.

     Section I is the District's draft list of programs, actions
     and improvements to be used by cities and counties in
preparing Deficiency Plans. California law mandates that cities
and counties select measures from the list in Section I when
preparing Deficiency Plans.

     Section 11 contains the policy the BAAQMD will follow in
     updating the list and for considering items not included on
the list but proposed for inclusion in a Deficiency Plan.

     Section Ill presents the BAAQMD's guidance on how the draft
     Deficiency List should be implemented by local governments.
Information in Section Ill Is advisory.  California law does not
specify the scope or quantity of measures on the list

		  SECTION I
 LIST OF PROGRAMS, ACTIONS, AND IMPROVEMENTS
      FOR INCLUSION IN DEFICIENCY PLANS

	  CitiesICounties/CMA's use is mandatory (required by
	  Califomia law)

     The items that comprise the list of programs, actions and
     improvements that cities and counties can incorporate into
Deficiency Plans are described below. Each description indicates
whether the item is most suitable for local implementation,
countywide or corridor level implementation, or both.

     Although the items have been grouped into five categories,
     many are complementary and their individual effectiveness
will be increased if undertaken together.  For instance, the
success and advantages of High Occupancy Vehicle lanes will be
enhanced if preferential treatment of buses, carpools and
vanpools is designed into parking areas, local arterials and
freeway on and off ramps.

     Each category is preceded with a listing of the
     Transportation Control Measures (TCM) from the '91 Clean
Air Plan that will be directly implemented or in some fashion be
supported by the Rems on the list. The development and
implementation of Deficiency Plans is not viewed as the main
avenue for the implementation of the TCMs in the '91 Clean Air
Plan. Clearly though implementation of system-wide improvements
through Deficiency Plans can only benefit the success of the
strategies set forth in the TCMS.



A. BICYCLE AND PEDESTRIAN MEASURES

The measures in this category are intended to support,
complement and supplement implementation of TCM #2
(Employer-Based Trip Reduction), #5 (Improve Access to Rail), #9
(Improve Bicycle Facilities and Access), #10 (Youth and Student
Transportation), #1 6 (Indirect Source Control), #1 9 (Air
Quality Elements), and #22 (Market Based Measures).

1.     Transit and Bicycle Integration. This measure is intended
to increase the number of bus and train routes capable of
transporting bicycle riders, as well as improve interconnection
between the two modes. Communities in San Mateo, Santa Clara and

San Francisco Counties could work with the CALTRAIN Joint Powers
Board to allow bicycles on CALTRAIN. Communities within the BART
service area could work with BART to better accommodate bicycles
during commute periods through downtown Oakland and San
Francisco, as well as shortening the periods during which
bicycles are barred from the BART system. Communities, working
with relevant transit districts, could work to increase the
number of routes allowing access to bicyclists, as well as
providing increased numbers of bicycle racks and lockers at
transit transfer centers and other interconnection points. This
measure should be implemented on a  system-wide  basis  since
most  transit service is on a multi-city basis. Local
governments that operate their own transit service would
implement this measure locally.


2.     Bicycle Lockers and Racks at Park and Ride Lots. All park
and ride lots should contain bicycle lockers or storage racks.
Jurisdictions will have to include in their Deficiency Plans
criteria for determining initial number of storage spaces and
for installing additional spaces. Communities can also consider
establishing "Bike and Ride" lots: areas along major transit
routes designated for bicycle storage only, separate from
automobile parking lots. This measure can be implemented on a
local basis.


3.     Bicycle Facilities And Showers At Developments. As part
of any new employment and commercial developments, cities and
counties could require the inclusion of bicycle storage
facilities and, if appropriate, showering and changing rooms for
employees.  Bicycle storage facilities include bicycle lockers
and racks (must allow use of the U-Bar style locks) which are
located close to the main entrances of buildings. Existing sites
should add bicycle storage facilities and, if and when
appropriate, showering and changing rooms for employees. This
measure can be implemented on a local basis.


4.     lmproved Roadside Bicycle Facilities. Roadways could be
improved to accommodate bicyclists. Improvements include
widening shoulders to reduce bicycle and automobile conflicts,
installing detection loops at intersections to trigger light
change's- completing and expanding bicycle lanes that are in the
circulation elements of general plans. Caltrans or other
recognized standards should be followed in designing  and
constructing  bicycle improvements. This measure is suitable for
both  local  and  system-wide  implementation.


5.     Improved Pedestrian Facilities. It is the general
practice for new development to include sidewalks and other
pedestrian facilities. However, efforts can be made to improve
and expand upon current requirements and practices to make
walking a more integral part of the transportation system.
Efforts should be made to ensure safe, convenient and direct
pathways for pedestrians between  their  residences,  shopping
and recreational areas, and work sites. Other efforts include
requiring, where appropriate, the provision of walkways in
commercial areas linking building entrances to street  sidewalks

and crossings, and linking building entrances to adjacent
building entrances and activity centers. Communities can also
require continuous and clearly marked pathways across parking
lots between sidewalks and building entrances. A preferable
approach is to locate entrances and building fronts along street
sidewalks, with parking spaces at the sides and rears of
buildings. This measure is suitable for local implementation.


 B. TRANSIT

The measures in this category are intended  to  support,
complement  and  supplement implementation of TCM #2
(Employer-Based Trip Reduction), #3 (improve Transit Service),
#5 (Improve Access to Rail), #8 (Construct Carpool/Express
Lanes), #12 (improve Arterial Traffic Flow), #1 3 (Transit Use
Incentives), #1 6 (Indirect Source Control Program), #19 (Air
Quality Elements), and  #22  (Implement  Market  Based
Measures).

1.     lmprovement of Transit Service. This measure is directed
at improving  public  and private transit service. Communities
will need to work with the relevant transit districts and
private operators to identify appropriate routes for reducing
headways, extending service, and improving transfers. Emphasis
should be placed on providing service that will reduce
peak-period automobile trips. Service expansion should be
consistent with the relevant Short Range Transit Plan. This
measure should be implemented on a system-wide basis.

2.     Preferential Treatment of Hiah Occupancy Vehicles. This
measure includes strategies that give preference to carpools,
buses and vanpools, including reserved parking spaces next to
building entrances, transit stops at building entrances, direct
HOV to HOV connecting lanes and ramps, exclusive bus lanes,
by-pass  lanes  at  metered  freeway ramps, including reserved
lanes around any queues that may form on connecting streets or
at congested off-ramps. These strategies should be a part of a
coordinated regional and/or county HOV system. This measure can
be  implemented  both  locally  and  on  a system-wide basis.

3.     Transit Information and Promotion. This measure is
intended to work with the Public Education (D2) and Trip
Reduction Programs (D1). Cities and counties will need to
undertake, in cooperation with the relevant transit districts
and MTC, programs to advertise the availability of transit in
their communities. Promotional activities should be directed at
all trips, including those for shopping, recreation, commuting
and school. This measure can be implemented both locally and on
a system-wide basis.

4.     Transit Pricing Strategies to Encouraae Ridership. The
provision of pricing  incentives can encourage ridership. These
incentives include zonal fares. peak hour fares, and reduced
fares. Transit pricing changes should be done in conjunction
with service improvements. This measure should be implemented on
a system-wide basis.


5.     Transit Fare Subsidy Programs. These programs generally
are implemented at employment sites in the form of direct
employer subsidy of employee transit fares, usually with some
monthly or yearly ceiling. Other  subsidy  programs  could  be
directed  towards school, recreational and shopping trips. This
program can be implemented locally.


6.     Transit Centers. To assist current and potential riders
in obtaining route information, schedules, and passes, cities
and counties would establish  Transit  Centers.  The  centers
can be patterned after the Berkeley TRIP store, but need not be.
One option is to install electronic kiosk centers, which are
able to dispense tickets, route information, and in some cases,
assist with ride matching operations. Another option is to
franchise  out  the centers to mailbox services, photocopying
centers, or other such establishments. Centers could also be
established at community centers. Centers should be established
at all major transit transfer points. This measure can be
implemented both locally and on a system-wide basis.


7.      Improved  and  Expanded  Timed  Transfer  Programs.
Shortening  the  time  passengers wait when transferring between
buses or from bus to train or vice-versa is an important
improvement to transit service. Working with the relevant
transit districts, cities and counties would need to identify
the best locations for timed transfers and which routes would be
best suited for schedule adjustments. Current plans to
institute  timed  transfers should be considered for accelerated
implementation. This measure should be implemented on a
system-wide basis.


8.     Signal Preemption by Transit Vehicles. Transit vehicles
could be equipped with preemption devices that hold or trigger a
green light in order to avoid delays at intersections. This
measure should be implemented  on  a  system-wide  or  corridor
basis.


9.     Bus Stop Bulbs. A strategy to improve passenger pickup
and  off-loading  is  to  extend sidewalks across the parking
lane to the first through traffic lane. Such an extension is
called a bus stop bulb. With bus stop bulbs, buses are not
delayed merging back into traffic after stops, and cars are
prevented from blocking the stops, both of which  improve bus
travel time. This measure can be implemented both locally and on
a system-wide basis.

C. HIGH OCCUPANCY VEHICLE (HOV) FACILITIES


This category would help to implement, complement and supplement
TCM measures #2 (Employer-Based Trip Reduction), #3 (Improve
Transit Service), #8 (Construct HOV lanes), #15 (Carpool
Incentives), and #22 (Market Based measures).


1. Preferential Treatment for HOVS. See measure B2.


2.     Bus and Cargool Priority Lanes on Local Arterials. This
measure is aimed at providing time savings for buses and
car/vanpools on local arterials. Many peak period commute trips
occur on congested local streets. Provision of the Priority
lanes during the commute periods will act as an incentive for
ridesharing. In some instances, this measure can be combined
with Measure E6 (Restrict Parking During Commute Periods) to
provide lanes without taking away mixed flow capacity. (However,
streets identified as bicycle routes should not have the parking
lane converted, as this could cause conflicts between bicyclists
and motor vehicles.) Cities and counties incorporating this
measure in their Deficiency Plan should indicate how any
proposed priority lanes will supplement or otherwise support any
county-wide or regional HOV plans. This measure should be
implemented on a system-wide basis.


3.     Accelerated Implementation of the 2005 HOV Master Plan.
The Metropolitan Transportation Commission, Caltrans, and the
California Highway Patrol have identified a regional system of
High Occupancy Lanes. Some of the projects have already been
programmed for funding and completion by 1995. The remainder.
are assumed for completion by 2005. Communities can place a
greater priority on these projects so that they can be
constructed before the year 2005. For areas, such as Solano
County, which are not included in the 2005 HOV Master Plan,
emphasis can be placed on developing HOV lanes identified in
another study, such as the I-80 Strategic Plan.

     The technical analysis accompanying the 2005 HOV Master
     plan indicated that successful HOV lanes require support
facilities, such as park and ride lots, express bus service and
exclusive HOV bypass lanes and connecting ramps. It is
recommended that Deficiency Plans incorporating this measure
focus on providing support facilities for HOV lanes. Some, such
as by-pass lanes and connecting ramps, would be constructed at
the time the HOV lane is constructed. Others, such as park and
ride lots and improved transit service should be implemented
prior to the opening of the HOV facility. This measure can
largely be implemented on a system-wide basis, although
supporting actions can be done on a local basis.

D. OTHER TCMS, RELATED MEASURES.


The measures listed below are intended to implement, complement
and supplement TCM #1 (Expanded Employer Assistance Programs),
#2 (Employer-Based Trip Reduction), #12 (improve Arterial
Traffic Flow),  #16  (indirect  Source  Control  Program),  #17
(Public Education), and #21 (implement Revenue Measures).


1.     Stricter Travel Demand Manaaement/Trip Reduction
Ordinance. As part of a Deficiency Plan, a city or county could
modify  their  mandated  Trip  Reduction  Ordinance  to  include
requirements beyond those  either  currently  identified  or
recommended  in  their  county's CMP. After-the adoption of the
BAAQMD's Employer-Based Trip Reduction Rule, jurisdictions would
have to revise their programs to go beyond the requirements
embodied in the District's rule. This program can be implemented
locally.


2.     Expanded Public Education Programs. A Public Education
program should be an essential part of any Deficiency Plan.
Jurisdictions can include educational materials regarding air
quality and congestion relief and  the  use  of  the
automobile  with  programs dealing with waste recycling, water
conservation, etc. The conservation of air quality and the
efficient use of the transportation  system  are  messages
compatible  with  other  waste reduction and resource
conservation programs. Public education programs might include
the following topics: health effects of air pollution and
traffic congestion; the air pollution effects of older cars and
cars that are out of tune; list of available low  emission
vehicles (electric, natural gas, methanol, etc.) and their
sellers; the benefits of linking trips for shopping, errands,
recreation,  work,  particularly  during  the  afternoon  on
weekdays  and during the weekend; the role of alternative
means  of  transportation  in  improved  regional air quality,
local congestion relief, and reduced energy use; the benefits of
compact development, particularly near transit nodes; the
benefits of leaving the car at home one or two days a week; the
benefits of taking feeder  buses,  bicycling  or  walking-to
regional rail or buss transfer centers; advertising the
location, cost and availabilty of discount transit tickets.;
educational materials designed for use in school curricula. The
BAAQMD has already begun a public education program for the
region. Materials developed as, part of the program will be
available to cities and counties. This program can be
implemented locally.


3.     Child care Facilities at or close to Transit Centers and
Park and Ride Lots. Many commuters need to drop off and pickup
their children at child care. The intent of this measure is for
jurisdictions to facilitate the location of child care
facilities at, or more likely, close to main transit centers,
such as BART and CalTrain stations, and park and ride lots.  The
intent is to shorten or eliminate the automobile portion of the
commute trip.

Jurisdictions may need to provide financial incentives to
operators of such facilities. This program can be implemented
locally.

4.     Retail Services at or close to Transit Centers and Park
and Ride Lots. Trips could be eliminated and perceived transit
waiting time would be reduced if retail services (e.g., ATMs,
dry-cleaners, coffee shops, book stores, etc.) were offered in
conjunction with transit centers and park and ride lots.
Jurisdictions could provide incentives for and work with transit
operators to encourage and development at or in immediate
proximity to areas where people wait to take a bus or train.
Activity at or near a transit center or park and ride lot would
also enhance safety and thus increase Patronage.


5.     Establish Telecommuting Centers. Under this measure,
jurisdictions would facilitate the creation of centers in their
communities for telecommuting. Businesses would rent space in
the center for their employees to work, being connected by
telephone wires to the main office. This program can be
implemented locally.


6.     Parking Manaaement. This is a broad measure, overlapping
with measures dealing with employer-based trip reduction and
traffic flow improvements. Jurisdictions can implement parking
charges, restrict parking during peak hours along busy
corridors, require shared parking arrangements at developments,
land bank parking space, establish automobile free zones and
establish maximum parking levels rather than minimum levels as
part of design regulations and zoning ordinances. This program
can be implemented locally.


7.     Land Use Measures. Land use patterns and site design
exert a strong influence on travel patterns and transportation
mode choice. Strategies which local governments can undertake
include mixed land uses where residences, work places and
services are located close enough together to minimize the need
for private motorized-transportation between them; pedestrian
oriented design, such as sidewalks, adequate crosswalks on major
streets, building entries near sidewalk rather than behind
parking lots, and convenient transit stops; affordable housing
near work sites; higher densities at transit stops and along
major transit lines. This measure can be implemented both
locally and on a system-wide basis.


E. TRAFFIC FLOW IMPROVEMENTS.


These measures are aimed at supporting, complementing or
supplementing the implementation of TCM #2 (Employer-Based Trip
Reduction), #3 (Improve Transit), #8

(Construct HOV lanes), #1 1 (install Traffic Operation System),
#1 2 (improve Arterial  Traffic Flow), #22 (Market Based
Measures).

1. Preferential Treatment of HOVS. See Measure B2 above.


2.     Ramp Meterina. Caltrans, District 4 is currently working
on a comprehensive ramp metering program for the region's
freeways. Ramp metering should include bypass lanes for buses
and carpools. Jurisdictions placing this measure in their
Deficiency Plans must show how they will work with Caltrans and
MTC to  help  fund  and  assist  in  expediting  the
implementation  of  ramp  metering  on  freeway  ramps  within
their  community.  Solano County would coordinate with any ramp
metering  plans  developed  by  Caltrans,  District  1  0.  This
measure would be implemented on a system-wide basis.


3.     Signalization lmprovements. Jurisdictions would be
expected to improve signal timing and sequencing to smooth
traffic  flow  and  increase  average  speeds  during  the  peak
periods. Jurisdictions could  identify  roadways  to  undergo
signalization  improvements,  as, well as a timetable for doing
so. Jurisdictions that have planned improvements can use those
programs.  Signalization  improvements  should  be  coordinated
with  any  programs   to improve signalization and  preemption
advantages  for  transit  vehicles.  This  measure would be
implemented on a system-wide basis.


4.     Turn Lanes at Intersections. This measure would be
applicable on arterials where placement of a maximum of one (1)
left turn lane and/or  a  maximum  of  one  (1)  right  turn
lane per approach would significantly reduce average stopped
delay at an intersection.  Double left- or double right turn
lanes would not be appropriate at intersections or
freeway/arterial on/off ramps since these create an unfriendly
environment  for  trips  by  non- motorized modes (pedestrian,
bicycle and other travel).


5.     Reversible Lanes. This measure is applicable on arterials
in areas of employment concentration, where congestion occurs
in  the  inbound  direction  in  the  morning  and  the outbound
direction during the afternoon. lt consists  of  temporarily
increasing  the  capacity of the congested direction, with the
reversed lane dedicated as  an  exclusive  lane  for buses,
carpools and vanpools. This program can be implemented locally.


6.     One Way Streets. In areas of high  traffic  volumes,
jurisdictions  can  convert  roadways to one-way streets. This
measure has been employed in' many of the larger central
business districts within the Bay Area. Jurisdictions using this
measure should identify streets to be converted to one-way and
an implementation schedule. However, streets

identified as bicycle routes should not have the parking lane
taken away, as this could cause conflicts between bicyclists and
motor vehicles by decreasing the lane area for bicyclists. This
program can be implemented locally.


7.     Restrictions on Curbside Deliveries and On-Street
Parking. This measure is intended as a peak hour measure.  The
intent is to handle peak flows without adding permanent capacity
to the roadway. lt is expected that this measure would be used
in conjunction with measures to provide arterial HOV lanes or
transit priority lanes facilities. In some instances,
restrictions may only apply to one-side or for a portion of a
roadway/arterial, depending on the peak-flow. This measure may
also be useful in handling congestion around commercial areas
during their peak period. Jurisdictions may require that all
deliveries be-made at the rear of buildings, if space and
building lot design allows. This program can be implemented
locally.


8. Bus Stop Bulbs. See measure B9.

		 SECTION 11

DISTRICT REVIEW OF MEASURES NOT ON THE APPROVED LIST

     Section 65089.3(b)(1)(c) of the State Government Code
     requires that any programs, actions or improvements
included in a Deficiency Plan which are not taken from the
adopted District list may not be implemented unless approved by
the District. To facilitate the timely review of such measures
the following procedures should be followed.

     (1)     The District should be notified at the earliest
     practicable date of any local government's intent to seek
District approval of an unlisted measure.

     (2)     A-complete description of the proposed measure(s)
     should be submitted to the District. We recommend that the
submittal include all documentation demonstrating the
effectiveness of the proposed measure in reducing VMT on the CMP
system. The District will inform the local government in writing
within thirty days if additional information is needed. Review
of the measure(s) will not commence until all needed information
has been received by the District.

     (3)     Once all relevant information has been received
     regarding the measure(s), the District will either approve
or disapprove the measure(s) within sixty days. The District
will notify the local government and the applicable Congestion
Management Agency in writing of the reasons for the
determination.



ANNUAL UPDATE OF LIST

     The list will be updated on an annual basis. Changes to the
     measures on the list or to the procedures governing their
implementation will be adopted by the District's Board of
Directors at a regularly scheduled meeting. Drafts of any
changes will be available for public review at least one month
prior to the Board taking action.

		 SECTION-111

	  CitiesICountieslCMAs' use is advised (not required by
	  Califomia law)


     Procedures for the implementation of the list of programs,
     actions and improvements developed by the Bay Area Air
Quality Management District in response to the Congestion
Management legislation is outlined below. The items  listed  in
Section  I provide a wide range of options from which
communities can choose during the development of a Deficiency
Plan. One of the key issues that will confront the preparers of
Deficiency Plans is how many of the items from the list must be
included in  a  particular plan.

     The responsibility for determining the adequacy of a
     Deficiency Plan rests with the Congestion Management
Agencies.  The  CMAs  can  either  accept  or  reject  a
Deficiency Plan, but may not modify it. The CMAs will be
responsible for developing appropriate criteria for determining
the adequacy of Deficiency Plans submitted by the communities.
To assist the CMAs with this task, we have include a methodology
for assessing whether or not enough of the items from the list
have been include in a Deficiency Plan.

     The approach that we have chosen revolves around the
     offsetting of a deficient facility's contribution to
congestion and air quality. A Deficiency Plan is adequate if it
includes sufficient items from the District's list to offset
over the system the increased amount of vehicle miles travelled
(VMT) on the deficient facility due to its operation at LOS F
rather than LOS E. The basic steps in the process are described
below.

STEP 1 - Identity v/c Ratio That Must be Mitigated:

     Use the countywide transportation model to identify the
     volume  to  capacity  (v/c) ratio of the deficient segment.
The amount by which this v/c ratio exceeds (or is projected to
exceed) the upper limit of the Congestion Management level of
service standard (e.g., 0.99 for LOS E) is the v/c ratio
increment that must be mitigated through implementation of items
on the BAAQMD's list.

     Let's say the forecast v/c ratio is 1. 1 2 (LOS F) and the
     v/c ratio necessary to achieve the countywide LOS Standard
is 0.99 (upper limit of LOS E). This would mean that mitigation
items would need to be identified that offset a v/c ratio
'deficiency' of 0. 1 3.

STEP 2 - Translate the v/c Ratio Deficiency to Vehicle Miles
Traveled (VMT)

Consider the segment of U.S. 1 01 from Novato to Petaluma in
Marin and Sonoma Counties.3 This segment of U.S. 101 is
approximately seven miles in length and


     3 This section of U.S. 101 currently operates at LOS F, and
     as allowed by statute, both  Marin  and Sonoma counties
have established a LOS standard of F for the segment. Thus this
is not a segment for which a Deficiency Plan will be required.
Both the example selected and the numbers used are intended for
illustration only.

hypothetically both Marin and Sonoma Counties' transportation
models agree its projected northbound traffic volume in the 2000
PM Peak Hour is 4,039.

0. 1 3 x 7 x 4,039 = 3,675 VMT

Thus, 3,675 VMT would need to be mitigated through Rems from the
BAAQMD list.


STEP 3 - Identify Items that Offset the VMT Deficiency

     The BAAQMD has prepared a list of Deficiency Plan
     mitigation items that improve traffic conditions and
benefit air quality throughout the Bay Area. The city, county or
CMA preparing a Deficiency Plan may choose any of these items,
individually or in combination.  Since we recognize certain
items may be more effective at reducing VMT in a given
geographic area, we have outlined two options to assess the
adequacy of Deficiency Plan items:

     Option 1: Use Region wide Effectiveness Data. The data
     contained in Table 1 reflect region wide effectiveness of
     various TCMs in the '91 Clean Air Plan.4 (This table is
     forthcoming; not included in this draft.) The proportion of
     the Deficiency Plan Item (or '91 Clean Air Plan TCM)
     defined in Table 1 that the local government identifies
     funding for in the Deficiency Plan and implements (or
     effects implementation) prior to the end of the 7-Year CIP
     horizon year is the proportion of VMT reduction for which
     credit can be taken.  Detail on applying Option 1 is
     presented below under "examples."

     Option 2: Exercise Countywide Transportation Model. The VMT
     reduction effects of certain Deficiency Plan Items (e.g.,
     transit improvements) may be analyzed more accurately using
     a countywide transportation model. Certain Deficiency Plan
     Items (e.g., new bicycle lockers) could not be analyzed
     using a countywide transportation model.



Examples of Option 1

1.     Provide funding for the BAAQMD-delegated Region wide Trip
Reduction Rule to apply to 61,000 additional employees in Marin
and Sonoma Counties (beyond requirements of the rule).

The rule was assumed in the '91 Clean Air Plan to apply to 3
Million employees.
      61,000/3,000,000 = 0.02033 Oust over 2%)

1999 VMT (Daily) = 11 0,856,000

4  'Transportation Control Measures for the San Francisco Bay
Area: Analyses of Effectiveness and Costs,* prepared for the
BAAQMD by Deakin, Harvey, Skabardonis, Inc., July 1991 (revised
October 1991).

44,342 VMT x 9.2% = 4,079 VMT reduced during the peak hour as a
result of implementing the Deficiency Plan Item.

Summary of Examples

     The Rems in Examples 1 or 3 would be adequate to offset the
     required 3,675 peak hour VMT reduction. The item selected
for Example 2 would not be sufficient to offset the required VMT
reduction. Thus, additional Deficiency Plan items would need to
be identified in conjunction with the item in Example 2.


Contents of Deficiency Plans

     Each-Deficiency Plan must show the amount of VMT to be
     offset, the data it was derived from, and how each item
selected from the BAAQMD's list contributes to the offsetting of
the VMT increment. All calculations done should be clearly
presented.

Excerpts  from Government Code of the State of California.

65089.3 (a)       The agency shall monitor the implementation of
all elements of the congestion management
	  program. Annually, the agency shall determine if the
	  county and cities are conforming to the congestion
	  management program, including, but not limited to, all
	  of the following:


     (1)  Consistency with levels of service and performance
     standards, except as provided in
	  subdivisions (b) and (c).

     (2)  Adoption and implementation of a trip reduction and
     travel demand ordinance.

     (3)  Adoption and implementation of a program to analyze
     the impacts of land use
	  decisions, including the estimate of the costs
	  associated with mitigating these impacts.

(b)  (1)  A city or county may designate individual deficient
segments or intersections which do
	  not meet the established level of service standards
	  if, prior to the designation, at a noticed public
	  hearing, the city or county has adopted a Deficiency
	  Plan which shall include all of the following:

			 (A)  An analysis of the causes of the
			 deficiency.

			 (B)  A list of improvements necessary
			 for for the  segment or intersection to
			 maintain the minimum level of service
			 otherwise required and the estimated
			 costs of the improvements.

			 (C)  A list of improvements, programs,
			 or actions, and estimates of costs,
			 that will (i) measurably improve the
			      level of service of the system, as
			      defined in subdivision (b) of
			      Section 65089, and (ii) contribute
			      to significant improvements in air
			      quality, such as improved public
			      transit service and facilities,
			      improved non-motorized
			      trans
			      facilities, high occupancy vehicle
			      facilities, and transportation
			      control measures.  The air quality
			      management district or the air
			      pollution control district shall
			      establish and periodicaly revise a
			      list of approved improvements,
			      programs,
			      and
			      which meet the scope of this
			      paragraph. If an improvement,
			      program, or action is on the
			      approved list and has not yet been
			      fully implemented, it shall be
			      deemed to contribute to
			      significant improvements in air
			      quality. lt an improvement,
			      program, or action is riot on the
			      approved list, it shall not be
			      implemented unless approved by the
			      local air quality management
			      district or air pollution control
			      district.

			 (D)  An action plan, consistent with
			 the provisions of Chapter 5 (commencing
			 with Section 66000) of Division 1
			      of Tide 7, that shall be
			      implemented, significant of
			      improvements
			      id
			      in paragraph (B), or improvements,
			      programs, or actions identified in
			      paragraph (C), that are found by
			      the agency to be in the interest
			      of the public's health, safety and
			      welfare. The action plan shall
			      include a specific implementation
			      schedule.

	       (2)  A city or county shall forward its adopted
	       Deficiency Plan to the agency. The agency
		    shall hold a noticed public hearing within
		    60 days of receiving the Deficiency Plan.
		    Following the hearing, the agency shall
		    either accept or reject the Deficiency Plan
		    in its entirety, but the agency may not
		    modify the Deficiency Plan. If the agency
		    rejects the plan, it shall notify the city
		    or county of the reasons for that
		    rejection.

--
Bill Michel			
bm@eng.sun.com		These views are my own, not Sun's.
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