Title
Public Hearing to Consider Adopting the Draft Transportation Choices Plan and Approve a Six-Month Extension to the CDM Smith Consultant Team Contract. (Transportation 91625)
Body
To: Honorable Mayor and Members of the City Council
From: Jill Keimach, City Manager
Re: Public Hearing to Consider Adoption of the Draft Transportation Choices Plan
BACKGROUND
Purpose
The City is tackling transportation issues with a comprehensive citywide plan to provide more transportation options for Alamedans with the goal of reducing thousands of drive alone trips at the crossings and through Alameda over the next 15 years. The purpose of the Transportation Choices Plan is to help ensure that the City sustains its high quality of life during a time of current and anticipated population and employment growth throughout the Bay Area region. During this 18-month citywide planning effort, the City and the consultant team identified numerous diverse and scalable opportunities for strategic transportation investment and coordination with transit operators to provide Alamedans with enhanced transportation options while reducing congestion, our carbon footprint and air pollution.
At over 75,000 residents, Alameda is served by numerous regional transportation options, with two high volume ferry terminals in town, several highly utilized AC Transit local and Transbay bus lines, the San Francisco Bay Trail and other local bikeways and walkways. Alamedans take advantage of these options: for example, only 22 percent of the 7,200 commuters to San Francisco drive alone. That said, there is more the City can do to address increasing traffic congestion, and, according to surveys related to this planning effort, more Alamedans would take advantage of transportation options other than driving alone if the choices were expanded.
Goals
The Transportation Choices Plan provides an implementation-focused blueprint for how the City can improve transportation infrastructure and services in Alameda over the next 15 years to achieve the two goals discussed below:
• Estuary Crossings: Decrease drive alone trips at estuary crossings, especially in the peak period back to 2010 levels of drive alone trips at the estuary crossings before the economy boomed and congestion increased. By implementing the Plan’s proposed projects and programs, it is expected that drive alone trips at estuary crossings will decrease from the expected 2030 baseline of 14,400 drive alone trips in the morning peak hour to 11,900, which is a 17 percent decrease and comparable to 2010 levels of drive alone trips. Staff and the consulting team are recommending this high end estimate as a stretch goal after hearing from community members and the Planning Board and Transportation Commission in September.
• Within Alameda: Increase the share of walking, bicycling, bus and carpool trips within Alameda. The Plan’s projects and programs are expected to increase non-drive alone trips by almost 14 percent from the expected 2030 baseline, an increase from 24,200 non-drive alone trips to 27,500 non-drive alone trips throughout a typical weekday.
Implementation of this Plan will improve transportation options for residents, employees and visitors, and will:
• Decrease the number of people who drive alone by 17 percent across the estuary in the morning peak by 2030;
• Increase walking, bicycling, bus and carpool trips within Alameda throughout the day by 14 percent by 2030;
• Reduce drive alone trips, vehicles on roadways, congestion, travel time and parking demand over what is expected from growth in 2030;
• Reduce greenhouse gas emissions from a 2.7 to 6.6 percent reduction from 2010 levels of carbon dioxide produced by reducing solo driving and vehicle miles traveled by 2030;
• Mitigate impacts of new growth by continuing peak hour trip reduction requirements, standardizing requirements for new developments and requiring participation in the Alameda Transportation Management Association;
• Improve access to transportation for areas with higher concentrations of low-income populations - a total of 52 percent of the proposed projects meet this goal. In general, improved transportation options created by this plan will make it possible to reduce car ownership, which is the most costly form of transportation; and
• Improve safety with a total of 33 percent of the proposed projects meeting this goal, and all proposed projects will comply with best practices for safety in design standards and with the Americans with Disabilities Act accessibility standards and guidelines.
Community Outreach
Since 2015, the Transportation Choices Plan effort has involved the community in an extensive outreach process as follows:
• On January 21, 2015, the City Council directed staff to begin efforts to conduct a holistic approach to transportation citywide.
• On April 1, 2015 and September 15, 2015, the City Council directed staff to move forward with a refined approach and a Request for Proposals for the citywide transportation planning effort after input from the Planning Board and the Transportation Commission.
• On January 19, 2016, the City Council approved the CDM Smith consulting team, which began this planning effort with data collection/review, existing conditions analysis, goals/objectives and the first round of outreach, which included:
o Web page: <https://alamedaca.gov/transportation-choices-plan> - Ongoing
o Transportation Commission - March 23, 2016
o Organizational Advisory meeting - April 20, 2016
o Community Workshop - May 5, 2016
o Transportation Commission - May 25, 2016
o Commission on Disability Issues - June 8, 2016
o Web Survey - June to August 2016
o Meetings with the Chamber of Commerce, Greater Alameda Business Association (GABA), West Alameda Business Association and the Alameda Realtor Association - Summer 2016
o Planning Board - June 27, 2016
o Public Opinion Survey - August to September 2016
• On September 6, 2016, the City Council reviewed the existing conditions and goals and objectives, and was briefed on the initial stages of the consulting team’s effort to prepare draft strategies, projects and actions and the second round of outreach, which included:
o Web Survey - September to November 2016
o Organizational Advisory meeting - October 13, 2016
o Community Workshop - October 19, 2016
o Youth Transportation Survey - October to November, 2016
o Economic Development Advisory Panel - November 2, 2016
o Transportation Commission - November 16, 2016
o Planning Board - December 12, 2016
o Commission on Disability Issues - December 14, 2016
o Meetings with the Chamber of Commerce, GABA and the Downtown Area Business Association - early 2017
• On January 17, 2017, the City Council reviewed the draft strategies, projects and actions.
• On November 7, 2017, City staff is requesting the City Council review and approve the Draft Transportation Choices Plan after receiving input from the Planning Board on September 25, 2017, and the Transportation Commission on September 27, 2017, discussed later in this report and outlined in Exhibit 4.
Next Steps
The next steps involve implementing the Plan, which already is partially funded through grants and local monies in the two-year budget and the Capital Improvement Program totaling $61 million (Table 1). These funded projects mainly include the Cross Alameda Trail, dedicated bus lanes on Appezzato Parkway, Bicycle and Pedestrian Plan updates, Central Avenue safety improvements, Otis Drive traffic calming, a transportation awareness campaign, and monitoring/evaluation. Staff will be working on these funded projects and programs and will be seeking funds with its partner agencies - AC Transit, Water Emergency Transportation Authority (WETA), Caltrans and the Alameda Transportation Management Association (Alameda TMA) - to implement the remaining projects and programs that are listed in the Plan.
Table 1: Plan Implementation - Funded Projects and Programs
|
Project # in Plan |
Projects/Programs |
Fiscal Years 2017-19 |
Fiscal Years 2019-21 |
Total Budget |
|
7 & 19 |
AC Transit EasyPass Program Expansion |
$100,000 |
NA |
$100,000 |
|
15 |
Appezzato Parkway Bus Lanes |
$1,350,000 (Preliminary Engineering) |
$7,650,000 (Construction) |
$9,000,000 |
|
2, 3, 7, 16, 31 & 32 |
Bicycle Parking |
$30,000 |
NA |
$30,000 |
|
1 & 5 |
Bicycle and Pedestrian Plan and Guidelines Update / Vision Zero Safety Policy/Plan |
$300,000 |
NA |
$300,000 |
|
2 |
Bus Stop Improvements |
$10,000 |
NA |
$10,000 |
|
27 |
Central Avenue Safety Improvements (Pacific Ave/Main St to Sherman St/Encinal Ave) |
$557,000 (PE) |
$11,644,000 (CON) |
$12,200,000 |
|
27 |
Clement Avenue Complete Street (Grand Street to Broadway) |
$641,000 (PE) |
$5,027,082 (CON) |
$5,668,082 |
|
27 |
Clement Avenue / Tilden Way - Union Pacific purchase - Complete Street Extension |
$2,282,000 (PE/ROW) |
$7,200,981 (CON) |
$9,482,981 |
|
16 |
Cross Alameda Trail (Appezzato Pkwy and Gap Closure to Jean Sweeney) |
$5,186,119 (PE/CON) |
NA |
$5,186,119 |
|
27 |
Otis Drive Traffic Calming and Bikeway (Westline - Grand Street) |
$500,000 (PE/CON) |
NA |
$500,000 |
|
24 |
Seaplane Lagoon Ferry Terminal (assumes Site A moves forward) |
$2,500,000 (PE) |
$15,700,000 (CON) |
$18,200,000 |
|
14 |
Transportation Awareness Campaign |
$250,000 |
NA |
$250,000 |
|
Implement-ation Chapter |
Transportation Monitoring and Evaluation |
$75,000 |
NA |
$75,000 |
|
|
Total |
$13,781,119 |
$47,222,063 |
$61,002,182 |
Note: “NA” is denoted in subsequent fiscal years because the City only has approved a two-year budget cycle through June 30, 2019.
Besides the grants and funded projects/programs listed in the above table, other on-going City actions include the following:
• Launching a free and improved Alameda Loop Shuttle using paratransit funding that runs every 30 minutes on Tuesdays, Wednesdays, and Thursdays 8:30 am to 4:00 pm to major shopping destinations and medical facilities, which is available to the public with preferential seating for seniors and people with disabilities;
• Improving access to the ferry terminals in concert with WETA and AC Transit (Projects #31 and #32);
• Launching a bike share pilot program (Project #8);
• Expanding the Alameda TMA to include other geographic areas (Project #29);
• Working with a parking consultant to ensure the 85 percent occupancy goal is met (Project #3);
• Monitoring the potential for shared ride services such as UberPOOL and Lyft Line for seniors and people with disabilities (Project #13); and
• Coordinating with key stakeholders on long-term projects (Projects #34-38).
DISCUSSION
After Council review and discussion, staff is requesting approval of the Draft Transportation Choices Plan (Exhibit 1). As a result of technical analysis of existing conditions and community involvement, the Draft Transportation Choices Plan provides recommendations on how to improve access within Alameda and to/from BART, Oakland and San Francisco. A summary of existing conditions and recommendations are provided below, and is shown in more depth in the draft Plan (Exhibit 1). Recommended revisions to the Draft Plan are shown in Exhibit 2. The Evaluation Methodology and Results Memorandum is shown in Exhibit 3. Responses to comments are shown in Exhibit 4.
Existing Conditions
Although the City’s population, housing levels and actual volume of vehicles leaving Alameda during the morning commute have not changed significantly over the past several years, the increased traffic and construction on the freeways and the increase in employment rates have increased congestion and commute times, and as a result, have heightened the community’s interest in improving the City’s transportation system. Key existing conditions data are as follows:
• Delay from region wide congestion has surpassed 2006 pre-recession levels and has increased 70 percent since 2010.
• Alamedans are more apt to commute via transit, carpooling, walking or bicycling at 40 percent of commuters compared to the Bay Area at 33 percent.
• 78 percent of inner East Bay commuters drive alone compared to 22 percent of San Francisco commuters.
• 61 percent of public opinion survey respondents stated that congestion at island crossings at rush hour is an issue.
• 58 percent of respondents want to make it easier to walk, bicycle or take transit rather than relying on a car.
• Over the next ten years if all expected new development is constructed, new development will account for an additional 2,260 housing units and 7,909 jobs in Alameda, which is slower than the expected average Bay Area growth rate for housing units and higher than the Bay Area’s growth rate for jobs.
Recommendations
The year 2030 was identified as a practical time frame for which most recommended improvements could be implemented. The projects and programs are grouped into the following priority strategies based on feedback from the City Council and other Boards and Commissions:
Estuary Crossing Goal:
1) Expand transit, bicycling and walking to/from Oakland and BART: Downtown Oakland is the destination for a high percentage of drive-alone trips from Alameda. More than 3,000 Alamedans travel to downtown Oakland for work, of which approximately 70 percent drive alone. Additionally, there are currently more than 20,000 people who commute to Alameda for work or school, of which 76 percent drive alone. Because Oakland and Alameda are close, the travel time to/from Oakland by transit, walking and bicycling can be short enough to encourage people to shift modes. Out of 38 recommended projects and programs, 22 address this priority strategy by offering faster and more reliable and frequent buses, safer bicycling and walking, and expanded access to discounted bus passes and information on existing transportation options.
2) Expand transit and carpools to/from San Francisco: The high level of transit service to/from San Francisco is an amenity that draws many people to live, work and play in Alameda. For example, almost 80 percent of Alamedans commuting to/from San Francisco use transit. Nevertheless, ferry and BART parking facilities and Transbay buses are at capacity so investing in improved access to ferry terminals and BART stations, increased carpooling options and improved speed and reliability for AC Transit Transbay service will result in transit ridership growth and will capture new residents and employees as riders. Out of 38 recommended projects and programs, 24 address this priority strategy.
Within Alameda Goal:
3) Expand transit and achieve a low-cost or “free” rider experience within Alameda: Improving bus service contributes to a higher quality of life for people who live, work, learn and visit Alameda, and improves mobility for those who do not have a car or may not have the ability to drive such as youth, seniors and people with disabilities. Improved bus service also can encourage trips to business districts, which can be congested or have limited available parking. Providing bus pass discounts creates a low-cost or “free” rider experience. Out of 38 recommended projects and programs, 14 address this priority strategy.
Additionally, there has been strong and consistent community support, especially from the Greater Alameda Business Association, for improved transit at high frequencies with a “free” rider experience via a new extensive network of “intra-city shuttle” service. As described in greater detail below, this priority strategy is aimed at addressing these comments via phased and incremental projects and actions in coordination with AC Transit, the existing public transit provider.
4) Improve bicycle and pedestrian safety within Alameda: The perception of safety for bicycling is that most Alamedans are interested in riding their bicycles more, but are concerned due to the lack of bicycling infrastructure. The safety concerns for people walking relate mainly to street crossings at intersections with visibility issues and speeding motorists. Out of 38 recommended projects and programs, 9 address this priority strategy by improving safety, closing gaps in bikeways and walkways and facilitating travel for people with disabilities.
5) Improve mobility for all modes within Alameda: This strategy relates to issues that impact mobility for more than one mode within Alameda, including traffic calming, safe routes to school, transportation technology and parking management. Out of 38 recommended projects and programs, 12 address this priority strategy.
Projects and programs were identified to support the priority strategies and to address the issues raised by the existing conditions analysis by increasing transportation choices, reducing drive alone trips, and ultimately, meeting the goals of this Plan (Table 2). Completion time frames and priority projects were identified to provide City staff with direction on which projects to focus on moving forward. Projects with higher than average scores for mode shift from drive alone to other modes, ability to reduce greenhouse gas emissions, safety, equity, and cost effectiveness were considered high priority and projects with lower than average scores were identified as medium priority. For the Main Street and Harbor Bay ferry terminal access projects, staff recommends moving these two projects (#31 and #32) to near-term completion and to high priority based on community input, as reflected in Table 2.
Three time frames for completion are identified:
• Near-Term Completion: 1 to 3 Years (16 projects)
• Mid-Term Completion: 3 to 8 Years (17 projects)
• Long-Term Completion: 8 + Years (5 projects)
Each near-term and mid-term project was identified as either:
• High Priority (22 projects)
• Medium Priority (11 projects)
• Long-term projects will need further analysis for an assessment of priority (5 projects)
Response to Comments Summary
After reviewing input from Board, Commission and community member comments from the Planning Board and Transportation Commission meetings on September 25 and 27, staff and the consulting team are recommending changes to the draft plan as shown in Exhibit 2. In general, the Transportation Commission members appreciated the diverse array of projects, and recognized that there is no one solution. The Planning Board members stated that it is a critical and valuable document, and they want more awareness for community members on transportation options, and want the plan to more aggressively implement goals, projects and programs, among other comments summarized in greater detail in Exhibit 4. The following section summarizes a few of the key themes from community and Commission/Board members received over the last month:
1. Request to have more aggressive goals.
Response: In response to the comments, for the estuary crossing goal, staff and the consultant team recommend changing it to a more aggressive reduction of 2,500 or fewer drive alone trips rather than the goal currently in the Plan of 1,700 by the 15-year time horizon. This new more aggressive estuary crossing goal will reduce congestion to 2010 levels at the Estuary crossings before the recent economic boon and dramatic increase in congestion, which is a 17 percent decrease of drive alone trips in 2030 compared to the 2030 baseline. For the within Alameda goal, these trips are more difficult to shift because driving is relatively easy in Alameda, and these trips tend to be more difficult to switch such as shopping. As a result, staff does not recommend changing this goal.
2. Request to have more aggressive implementation.
Response: Accelerating implementation of projects will require additional funding and staff resources. If funding and additional staff resources are secured, staff will move additional projects to near-term completion.
3. Want greater clarity on bike projects included in the Plan and a recognition that the Bicycle and Pedestrian Plan Updates will update the lists and projects in the Plan.
Response: Staff agrees and has added the Cross Alameda Trail project to project #16 “Bicycle and Pedestrian Corridor Improvements” and added a sentence making it clear that the bike and pedestrian projects in the Plan should be updated once the Bicycle and Pedestrian Plans are updated. Since only a few projects specifically mention “bicycle” in the title, staff and the consulting team are more clearly defining where the other bicycle-related projects are in the document. For example, the following projects are bike oriented:
• Bicycle Master Plan and Design Guidelines Update and Vision Zero Safety Policy/Plan (#1)
• Bus Stop improvements (#2)
• Bike Share (#8)
• Estuary Water Shuttle Crossing or WETA Ferries to Oakland (#11)
• Transportation Awareness Campaign (#14)
• Bicycle and Pedestrian Corridor Improvements (#16)
• Citywide Safe Routes to School Audits and Improvements (#17)
• Miller-Sweeney Multimodal Lifeline Bridge (#23)
• Vision Zero Safety Improvements and Traffic Calming (#27)
• Bikes in Buses through Webster/Posey Tubes (#28)
• Harbor Bay Ferry Terminal Access and Parking Management Improvements (#31)
• Main Street Ferry Terminal Access and Parking Management Improvements (#32)
• BART to Alameda (#34)
• New Transit/Bike/Pedestrian Lifeline Tube (#36)
• Webster/Posey Multimodal Lifeline Tubes (#37)
• West End Bicycle/Pedestrian Crossing (#38)
4. Expand AC Transit’s EasyPass program.
Response: Staff agrees and the current Plan includes two programs that envision expanding AC Transit’s EasyPass Program: Projects #19 and #35. These efforts already have commenced with the City’s two-year budget for Fiscal Years 2017 to 2019, which includes funds for AC Transit’s EasyPass Program that provide discounted bus passes on both local and Transbay bus routes, for a total of $100,000. Since the program will take time to expand, staff believes these monies are sufficient to initiate the program in other areas beyond the current members - Peralta Community College students, Alameda Point Collaborative residents (167 affordable residential units), Marina Shores (89 units) and Park Alameda (62 affordable residential units).
The EasyPass program is expected to help reduce drive alone trips across the estuary as well as within Alameda by providing a low-cost or “free” rider experience. A more aggressive way to implement an expanded EasyPass program is captured in the long-term completion project #35 - Comprehensive Congestion Management, which involves congestion pricing at estuary crossings or a parcel tax paired with more frequent bus service and a citywide EasyPass expansion.
5. Expedite and improve funding for the Transportation Awareness Campaign (#14).
Response: Staff agrees that the campaign would be more beneficial with a higher budget, and recommends increasing it to $50,000 to $150,000 annually from the current $50,000 - $100,000. The City’s two-year budget for fiscal years 2017 to 2019 already funds various components of the transportation awareness campaign for a total of $250,000, which includes bicycle safety education for four schools adjacent to Jean Sweeney Park as well as adults and a media advertising campaign. To increase behavior change, the media campaign will consider cultural practices, social interactions and other factors that influence behavior. The campaign will promote the non-drive alone behavior, identify barriers to and benefits associated with non-drive alone choices, design and pilot strategies to address barriers and benefits, and evaluate the program.
6. Want an Alameda intra-city shuttle with frequent service, free to end user, routes that serve key destinations, are three blocks or less of most Alameda residences, run clean fuel vehicles and connect to regional transportation hubs.
Response: Staff agrees with these high priority attributes of a bus service, and has included a suite of projects and programs in the Plan to achieve the high quality bus service desired by the intra-city shuttle proponents. In response to these comments, staff has worked with the City’s Paratransit Coordinator to highlight and expand its Alameda Loop Shuttle service to the public with preferential seating for seniors and people with disabilities. In addition, the Plan recommends a series of projects that envision substantially expanding and improving on our existing AC Transit bus service via an incremental approach over the near-, mid- and long-term to achieve the desired bus service, as summarized below:
Near-term Completion (1-3 years)
• Bus Stop Improvements (to serve key destinations)
• Transit Signal Priority (for faster service)
• Island Drive and Westline Drive Bus Lanes (for faster service)
• Transportation Awareness Campaign (to inform community members)
Mid-term Completion (3-8 years)
• Alameda Point Bus Rapid Transit Service (to improve west Alameda service)
• Crosstown Express Bus Service between Main Street and Harbor Bay Ferry Terminals (to serve entire community)
• EasyPass Expansion (to subsidize bus passes)
• Increase Frequency and Span of Service for Local Bus Routes
• Regional Transit Hub Connector Express Bus Service (to serve Main Street ferry terminal and Fruitvale BART)
• Faster Line 51A Bus Service (to increase frequency)
Long-term Completion (8+ years)
• Comprehensive Congestion Management (Citywide EasyPass expansion, increase frequency to 15-minute maximum for local bus routes and congestion pricing)
Staff does not recommend a new private transit system that would compete and replace the existing AC Transit service in Alameda. As demonstrated above by the numerous projects in the Plan, staff is supportive of making incremental and significant improvements to the existing AC Transit service to achieve the attributes of the high priority bus service requested by the supporters of the Alameda Intra-city Shuttle.
7. Want the Plan to be a “living document” with a near-term progress report within two years to monitor and evaluate the effectiveness of the Plan and to make adjustments as necessary.
Response: Staff agrees and recommends including a progress report on the two-year benchmarks that are listed for each project as part of the Implementation Chapter. The purpose of this report is to ensure that the City is effectively delivering and managing transportation improvements and programs in conjunction with the transit providers and the Alameda Transportation Management Association. As part of this two-year status report, staff will provide recommendations on next steps, which could include mid-course corrections, if needed.
In conclusion, staff recommends City Council adoption of the Draft Plan (Exhibit 1) along with revisions to the Plan (Exhibit 2). Staff also is requesting City Council approval to extend the CDM Smith consultant team contract for six months beyond the current end date allowing for more time to finalize and implement the Plan including using any remaining budget to initiate a transportation awareness media campaign (Exhibit 5). The new end date would be June 30, 2018. Concurrently, staff will continue to implement the projects and programs that are in progress as listed in Table 1 above.
FINANCIAL IMPACT
The total estimated cost for the Transportation Choices Plan is $395,000, and is expected to be within budget. The funding is coming from the General Fund for $195,000, Measure B for $100,000 and the Base Reuse Department for $100,000. The City Council approved the General Fund budget allocation for the Transit and TDM Plan of up to $200,000 on September 15, 2015, and amended the Fiscal Year 2015-16 Budget on October 20, 2015. City Council amended the Measure B and Base Reuse Budgets to fund the remaining cost of the Transportation Choices Plan on January 19, 2016. Funding for future projects outlined in the final Transportation Choices Plan will come from a variety of sources, and will be identified as part of the City’s budget process as projects move forward.
MUNICIPAL CODE/POLICY DOCUMENT CROSS REFERENCE
This action does not affect the Alameda Municipal Code. Undertaking the Transportation Choices Plan is consistent with the Transportation Element of the City's General Plan, which states that the City shall update planning documents as shown below:
• Policy 4.1.6.e: Support and maintain an up-to-date Transportation System Management (TSM) and TDM plan consistent with state law to provide adequate traffic flow to maintain established level of service.
• Policy 4.3.1.a: Update and implement the recommendations of the Alameda Long Range Transit Plan.
• Policy 4.3.2.d: Develop and implement a Pedestrian Master Plan with regard to physical system improvements, as well as programs and policies relating to encouragement, education and enforcement.
• Policy 4.3.3.a: Maintain and implement the Bicycle Master Plan with regard to physical system improvements (especially the identified priority projects), as well as programs and policies relating to encouragement, education and enforcement.
ENVIRONMENTAL REVIEW
The Transportation Choices Plan implements the Transportation Element of the General Plan adopted in November 2008. The General Plan Transportation Element Final Environmental Impact Report (FEIR), certified in November 2008 by the City Council, considered adoption of subsequent, implementation plans. When individual construction projects are advanced in the implementation process, a more detailed, project-specific analysis will be conducted to determine if there are any significant environmental impacts requiring mitigation. Implementation of the proposed Plan will result in a reduction in the number of motor vehicle trips and automobile related greenhouse gas emissions in Alameda and the region. Further, this action is exempt from the California Environmental Quality Act (CEQA) pursuant to CEQA Guidelines section 15061(b)(3), which states “The activity is covered by the general rule that CEQA applies only to projects which have the potential for causing a significant effect on the environment. Where it can be seen with certainty that there is no possibility that the activity in question may have a significant effect on the environment, the activity is not subject to CEQA.”
RECOMMENDATION
Adopt the Draft Transportation Choices Plan and Approve a Six-Month Extension to the CDM Smith Consultant Team Contract.
Respectfully submitted,
Jennifer Ott, Base Reuse and Transportation Planning Director
By,
Gail Payne, Transportation Coordinator
Financial Impact section reviewed,
Elena Adair, Finance Director
Exhibits:
1. Draft Transportation Choices Plan
2. Addendum
3. Evaluation Methodology and Results Memorandum
4. Response to Comments
5. CDM Smith Amendment
6. Public Comment