HomeMy WebLinkAboutBOARD STANDING COMMITTEES - 05132024 - TWIC Agenda PktAGENDA
CONTRA COSTA COUNTY Transportation,
Water & Infrastructure Committee
Supervisor Diane Burgis, Chair
Supervisor Candace Andersen, Vice Chair
District 2 Office: 309 Diablo Rd.
Danville, CA 94526 |
District 3 Office: 3361 Walnut Blvd.
Suite 140, Brentwood, CA 94513
9:30 AMMonday, May 13, 2024
ZOOM LINK
https://cccounty-us.zoom.us/j/85061313447
| Dial: 888-278-0254 |
ACCESS CODE: 198675
The public may attend this meeting in person at either above locations and/or remotely via call-in or ZOOM.
1.AGENDA ITEMS may be taken out of order based on the business of the day and preference of the
Committee.
2.INTRODUCTIONS Call to order and roll call.
3.PUBLIC COMMENT on any item under the jurisdiction of the Committee and not on this agenda
(speakers may be limited to two (2) minutes).
4.REVIEW meeting record for the April 8, 2024, Transportation, Water, and
Infrastructure Committee.
24-1274
Meeting MinutesAttachments:
Page 1 of 3
1
Transportation, Water &
Infrastructure Committee
AGENDA May 13, 2024
5.Report on Local, State, Regional, and Federal Transportation Related Legislative
and Planning Activities
24-1275
NADTC Innovations - CCTA: Accessible Transportation
MW-May Leg Report for TWIC.pdf
SB 1031 Text
SB1031 Term Sheet
SB 1031 Fact Sheet
CA Dept Of Tax & Fee Admin: CCC Active Taxes
Letter: Sen. Glazer to BOS Chair
BART SB 1031Letter
Letter: SamTrans to Senate Transportation
Letter: Advocates to Authors
State Net Legislation report (5-8-24).pdf
Attachments:
6.CONSIDER Fiscal Year 2024/2025 Road Maintenance and Rehabilitation
Account Annual Project List for Unincorporated Contra Costa County
24-1276
Attachment A Local Streets and Roads Project ListAttachments:
7.RECEIVE staff report and RECOMMEND that the Board of Supervisors approve
the submission of grant applications to the Active Transportation Program grant
program for Cycle 7.
24-1277
8.RECEIVE Status Report on the General Plan Update: Transportation Element 24-1278
Chapter_5_Transportation-Element.pdf
2-22-24EnviroCoalitionGPComments.pdf
Attachments:
9.RECEIVE Communication, News, Miscellaneous Items of Interest to the
Committee and DIRECT staff as appropriate.
24-1279
E-bikes Need More and Bigger Bike Lanes - The Santa Barbara
Independent
CCTA: April 30 2024 RTPC Memo
New bill pushes Bay Area transit consolidation - San Mateo Daily
Journal
AC Transit, and BART Announce Partnership to Modernize Paratransit
Services
Attachments:
ADJOURN until the next Transportation, Water, & Infrastructure Committee meeting to be held
on Monday, June 10, 2024 at 9:30am.
Page 2 of 3
2
Transportation, Water &
Infrastructure Committee
AGENDA May 13, 2024
GENERAL INFORMATION
This meeting provides reasonable accommodations for persons with disabilities planning to attend a the
meetings. Contact the staff person listed below at least 72 hours before the meeting. Any disclosable
public records related to an open session item on a regular meeting agenda and distributed by the
County to a majority of members of the Committee less than 96 hours prior to that meeting are available
for public inspection at 1025 Escobar St., 4th Floor, Martinez, during normal business hours. Staff
reports related to items on the agenda are also accessible on line at www.co.contra-costa.ca.us.
HOW TO PROVIDE PUBLIC COMMENT
Persons who wish to address the Committee during public comment on matters within the jurisdiction
of the Committee that are not on the agenda, or who wish to comment with respect to an item on the
agenda, may comment in person, via Zoom, or via call-in. Those participating in person should offer
comments when invited by the Committee Chair. Those participating via Zoom should indicate they
wish to speak by using the “raise your hand” feature in the Zoom app . Those calling in should indicate
they wish to speak by pushing *9 on their phones.
Public comments generally will be limited to two (2) minutes per speaker. In the interest of facilitating
the business of the Board Committee, the total amount of time that a member of the public may use in
addressing the Board Committee on all agenda items is 10 minutes. Your patience is appreciated.
Public comments may also be submitted to Committee staff before the meeting by email or by
voicemail. Comments submitted by email or voicemail will be included in the record of the meeting but
will not be read or played aloud during the meeting.
For Additional Information Contact:
John Cunningham
(925)655-2915
Page 3 of 3
3
CONTRA COSTA COUNTY
Staff Report
1025 ESCOBAR STREET
MARTINEZ, CA 94553
File #:24-1274 Agenda Date:5/13/2024 Agenda #:4.
TRANSPORTATION, WATER & INFRASTRUCTURE COMMITTEE
Meeting Date:May 5, 2024
Subject:REVIEW Meeting Record for April 8, 2024, Transportation, Water, and Infrastructure Committee
Submitted For:N/A
Department:DEPARTMENT OF CONSERVATION & DEVELOPMENT
Referral No:N/A
Referral Name:N/A
Presenter:John Cunningham | DCD
Contact:John Cunningham (925)655-2915
Referral History:
This record was prepared pursuant to the Better Government Ordinance 95-6, Article 25-205(d) of the Contra
Costa County Ordinance Code.
Referral Update:
Any handouts or printed copies of testimony distributed at the meeting will be attached to this meeting record.
SEE ATTACHMENT.
Recommendation(s)/Next Step(s):
APPROVAL of the attached Record of Action for the April 8, 2024 Committee Meeting with any necessary
corrections.
Fiscal Impact (if any):
N/A
CONTRA COSTA COUNTY Printed on 5/8/2024Page 1 of 1
powered by Legistar™4
Meeting Minutes - Draft
CONTRA COSTA COUNTY Transportation,
Water & Infrastructure Committee
Supervisor Diane Burgis, Chair
Supervisor Candace Andersen, Vice Chair
9:30 AMDistrict 3 Office: 3361 Walnut Blvd. Suite 140,
Brentwood, CA 94513 |
1516 Kamole St. Honolulu, HI 96821
Monday, April 8, 2024
ZOOM LINK
https://cccounty-us.zoom.us/j/85061313447
| Dial: 888-278-0254 |
ACCESS CODE: 198675
The public may attend this meeting in person at either above locations and/or remotely via call-in or ZOOM.
AGENDA ITEMS may be taken out of order based on the business of the day and preference of the Committee.
1.INTRODUCTIONS Call to order and roll call.
Staff Present: Jamar Stamps | TWIC Staff
Attendees: Raquel Caicedo, Maureen Toms, John Kopchik, Carl Roner, Mark Watts
Alicia Nuchols, Jerry Fahy, Emlyn Struthers, Gayle Israel, Jeff Valeros,
Carolyn Wysinger
Candace Andersen and Diane BurgisPresent:
2.PUBLIC COMMENT on any item under the jurisdiction of the Committee and not on this agenda
(speakers may be limited to two (2) minutes).
No Public Comment.
3.REVIEW meeting record for the March 11, 2024 Transportation, Water, and Infrastructure
Committee
Attachments:TWIC 03.11.24 Meeting Minutes
The Committee unanimously ACCEPTED the April TWIC Meeting Record .
No Public Comment.
4.RECEIVE staff report and RECOMMEND Board of Supervisors approve submission of
the grant application to the U.S. Department of Transportation under the Safe Streets and
Roads for All (SS4A) grant program.
Page 1 of 3
5
Transportation, Water & Infrastructure CommitteeMeeting Minutes - Draft April 8, 2024
The Committee ACCEPTED the report to apply for the SS4A Grant and DIRECTED
staff to place the item on an upcoming BOS Agenda (consent).
No Public Comment.
5.RECEIVE staff report and RECOMMEND that the Board of Supervisors approve the
submission of a Letter of Interest Application Form and grant application to the MTC and
ABAG for the 2024 PCA Grant Program.
The Committee ACCEPTED the report to apply for the 2024 PCA Grant and
DIRECTED staff to place the item on an upcoming BOS Agenda (consent).
No Public Comment.
6.CONSIDER report on Local, State, Regional, and Federal Transportation Related
Legislative and Planning Activities
Attachments:April State Leg Report for TWIC.pdf
3/24/2024: BOS to state delegation re: accessible transportation
State Net report (4-2-24).pdf
The Committee COMMENTED on the need to advocate for the transit agencies, work
towards a unified approach across the county, be proactive in safeguarding smaller
agencies and communities, particularly in East County, and stressed that unified action
would help to protect and enhance their influence in the legislative processes .
No Public Comment.
7.RECEIVE Communication, News, Miscellaneous Items of Interest to the Committee and
DIRECT staff as appropriate.
Attachments:Mokelumne Pedestrian/Bike Bridge Opening
BaltimorePortClosure_West Coast Impacts
Bicycle use soars following installation of separated bike lanes
Bike Lanes Are Good for Business, but Store Owners Still Hate Them
The Committee ACCEPTED the report and in response to the Baltimore Port inquired
about a report regarding the vulnerability of Bay Area bridges. Staff acknowledged the
query and offered to research further.
No Public Comment.
ADJOURN until the next Transportation, Water, & Infrastructure Committee meeting to be held on Monday,
May 13, 2024 at 9:30am.
GENERAL INFORMATION
HOW TO PROVIDE PUBLIC COMMENT
For Additional Information Contact:
Page 2 of 3
6
Transportation, Water & Infrastructure CommitteeMeeting Minutes - Draft April 8, 2024
Page 3 of 3
7
CONTRA COSTA COUNTY
Staff Report
1025 ESCOBAR STREET
MARTINEZ, CA 94553
File #:24-1275 Agenda Date:5/13/2024 Agenda #:
TRANSPORTATION, WATER & INFRASTRUCTURE COMMITTEE
Meeting Date:May 13, 2024
Subject:Report on Local, State, Regional, and Federal Transportation Related Legislative and Planning
Activities
Submitted For:TRANSPORTATION, WATER, & INFRASTRUCTURE COMMITTEE
Department:DEPARTMENT OF CONSERVATION & DEVELOPMENT
Referral No:N/A
Referral Name:Legislative Matters on Transportation, Water, and Infrastructure
Presenter:John Cunningham - DCD
Contact:John Cunningham (925)791-1368
Referral History:
The transportation, water, and infrastructure legislation and planning report is a standing item on the
Committee’s agenda.
Referral Update:
In developing transportation related issues and proposals to bring forward for consideration by TWIC, staff
receives input from the Board of Supervisors (BOS), references the County’s adopted Legislative Platforms,
coordinates with our legislative advocates, partner agencies and organizations, and consults with the
Committee.
This report includes four sections, 1: Local, 2: Regional, 3: State, and 4: Federal.
1. Local
Accessible Transportation Strategic Plan
See attached, National Aging and Disability Transportation Center: 2023 Innovations Showcase: Contra Costa
Transportation Authority (CCTA) Office of Accessibility and Equity
The National Aging and Disability Transportation Center (NADTC) conducts an annual competition to
highlight innovations in the accessible transportation field. The attached NADTC "Innovation Showcase"
profiles out-of-the-box thinking and alignment of resources and include the Contra Costa Transportation
Authority's efforts to implement the Accessible Transportation Strategic Plan.
2. Regional
No report in May
3. State
The County's legislative advocate will be at the May Committee meeting, the monthly report is attached.
CONTRA COSTA COUNTY Printed on 5/8/2024Page 1 of 3
powered by Legistar™8
File #:24-1275 Agenda Date:5/13/2024 Agenda #:
SB1031 (Wiener) - Connect Bay Area Act of 2024
This bill is generating a significant amount of interest and has been amended twice since its introduction on
February 6th. The bill is scheduled for a Senate Appropriations hearing the morning of the May TWIC meeting.
The County's advocate and staff will provide a verbal update at the Committee meeting.
SB1031 Attachments
·Bill Text
·Term Sheet
·Fact Sheet
·CA Dept Of Tax & Fee Admin: CCC Active Taxes
·Letter: Sen. Glazer to BOS Chair
·Letter: BART to Authors
·Letter: SamTrans to Senate Transportation
·Letter: Advocates to Authors
Considerations for Contra Costa County
Local transportation revenue streams (sunset)
·Contra Costa Transportation Authority Measure J (2034)
·BART Sales Tax (Ø)
·BART Parcel Tax (Ø)
·BART 2016 Bond (30 year payoff, first issuance payoff = 2046)
·City Measures: El Cerrito (Ø), Martinez (2032), Orinda (2041)
Transit Agencies per County +/-
Considering the consolidation language in the bill, "...recommendations for the consolidation or
elimination of transit agencies and their governing bodies...", the following is a breakdown of transit
agencies operating in each Bay Area County. (Excludes non-BART/SMART rail and WETA)
·5-Contra Costa
·5-Solano
·5-Sonoma
·4-Alameda:
·3-Marin
·3-San Francisco
·2-San Mateo
·2-Santa Clara
·1-Napa
Positions
Support
Metropolitan Transportation Commission (Sponsor)
CONTRA COSTA COUNTY Printed on 5/8/2024Page 2 of 3
powered by Legistar™9
File #:24-1275 Agenda Date:5/13/2024 Agenda #:
Napa Valley Transportation Authority
Seamless Bay Area
San Francisco County Transportation Authority
California Yimby
Housing Action Coalition
Sustainable Silicon Valley
Wellstone Democratic Renewal Club
Oppose
Valley Transportation Authority - unless amended
Sonoma - unless amended
San Mateo - unless amended
Watch
California State Association of Counties
4. Federal
No report in May
Recommendation(s)/Next Step(s):
CONSIDER report on Local, Regional, State, and Federal Transportation Related Legislative and Planning
Issues and take ACTION as appropriate.
Fiscal Impact (if any):
None.
CONTRA COSTA COUNTY Printed on 5/8/2024Page 3 of 3
powered by Legistar™10
National Aging and Disability Transportation Center
2023 Innovations Showcase
Cover Photo Credits (from left): Contra Costa Transportation Authority, Senior Resource Association, and MET-Go!
11
INTRODUCTION
This publication presents 14 Transportation Innovations selected by the National Aging and Disability Transportation Center (NADTC)
through a nationwide competition. The Showcase profiles out-of-the-box thinking and alignment of resources. Innovations may be
entirely original or represent a creative adaptation of an approach that has worked in other places or program settings or with different
populations.
NADTC has defined innovations as the development and implementation of new services; new or improved approaches to service
delivery, accessibility, planning or program oversight; new solutions to longstanding problems; new ways of engaging, serving and
improving accessibility for specific underserved, marginalized or hard-to-reach communities; multisector coordination to improve
accessibility and services; or new technological applications to enhance participation and accessibility.
NADTC received 27 submissions that met the criteria of being in operation for a minimum of six months; representing a local,
state, regional or tribal entity or organization, whether private, nonprofit, or government; and providing information on community
partnerships, funding sources, community need, outcomes, lessons learned and replicability.
The 14 organizations whose innovations were selected are organized into six categories. Four program innovations, indicated by an
asterisk, fall into more than category.
Accessibility
• Contra Costa Transportation Authority*
• Healthy Generations Area Agency on Aging
• Lane Transit District
• Mountain Empire Older Citizens
• Quaboag Valley Community Development Corporation*
• rabbitcares
• Scott/Carver Counties Mobility Management*
• Senior Resource Association*
Coordination
• Contra Costa Transportation Authority*
• Council on Aging of Southwestern Ohio
• Harris County Transit
• Rappahannock-Rapidan Regional Commission
Cross Jurisdictional Boundaries
• Senior Resource Association*
Equity
• Quaboag Valley Community Development Corporation*
• Scott/Carver Counties Mobility Management*
Health Care Access
• EMBARK
• United Way of Southeastern Idaho
Technology
• PennDOT Bureau of Public Transportation
The 14 transportation programs whose innovations are profiled here use a variety of approaches, strategies, tools, techniques and
ideas. It is NADTC’s hope that other transportation programs will consider adapting one or more of the Innovations to meet identified
needs in their own communities.
To learn more, please contact NADTC or reach out to any of the Innovators profiled in this publication.
12
TABLE OF CONTENTS
Contra Costa Transportation Authority 1
The 14 recognized transportation programs are listed below in alphabetical order by organization name.
rabbitcares 10
Grocery Cart Program
York, PA
Rappahannock-Rapidan Regional Commission 11
Regional Transportation Collaborative
Culpeper, VA
Scott/Carver Counties Mobility Management 12
Hop Scott Volunteer Program
Shakopee, MN
Senior Resource Association 13
Developmental Mobility Advantage Ride Program
Vero Beach, FL
United Way of Southeastern Idaho 14
Ride United
Pocatello, ID
Office of Accessibility and Equity
Walnut Creek, CA
Council on Aging of Southwestern Ohio 2
home52 Transportation
Blue Ash, OH
EMBARK 3
EMBARK Well Senior Health & Wellness Transportation
Oklahoma City, OK
Harris County Transit 4
Harris County RIDES
Houston, TX
Healthy Generations Area Agency on Aging 5
Transition to Transit Travel Training Program
Fredericksburg, VA
Lane Transit District 6
Service Animal Paw Print Program
Eugene, OR
Mountain Empire Older Citizens 7
MET-Go!
Big Stone Gap, VA
PennDOT Bureau of Public Transportation 8
Find My Ride
Harrisburg, PA
Quaboag Valley Community Development Corporation 9
Quaboag Connector
Ware, MA
Photo Credit: EMBARK, Oklahoma City, OK
13
ACCESSIBILITY and
COORDINATION
Contra Costa Transportation Authority (CCTA)
Office of Accessibility and Equity
Contra Costa Transportation Authority (CCTA) established an Office of Accessibility
and Equity (OAE) to improve mobility for community members and formed a nonprofit
coordinating entity that fosters collaboration and leads efforts to integrate all accessible
transportation services in the county. For more than three years, this work has brought
together community-based organizations, consumers, elected officials, transit providers and
county staff with CCTA to implement programs such as a countywide, one-seat ride program;
means-based fare programs; a medical trip shuttle; and a one-call/one-click system.
What makes this innovative?
Over the past 30 years, three accessible transportation studies in the community were
conducted, all recommending significant changes in accessible transportation administration
and operations; however, implementation was never achieved. Working with this legacy,
CCTA and Contra Costa County conducted a fourth study, the Accessible Transportation
Strategic Plan (ATSP). The ATSP included extensive outreach to the community and
stakeholders. In addition to program recommendations, the ATSP recommended the creation
of a “coordinating entity” (a nonprofit) to ensure prompt implementation, and CCTA created
and staffed a new office, the OAE.
These activities have resulted in the establishment of a culture and mechanism for
overseeing coordinated accessible transportation, reaffirming CCTA’s commitment to the
aging and disability population in the county. The innovation uses a dual approach, 1)
quick implementation of short-term initiatives and 2) creation of a permanent governance
mechanism to support ongoing advocacy and oversight for accessible transportation. The
OAE coordinating entity is a permanent forum where those with concerns, questions and
issues about accessible transportation have a place to voice their thoughts.
Lessons Learned and Replication Advice:
• Create opportunities for community feedback and dialogue. Development of the strategic
plan offered opportunities for extensive public outreach which enabled stakeholders to
communicate their concerns about funding and governance.
• Obtain commitment from a critical mass of elected officials throughout the county
and commitment of staff time and funding. These commitments must occur when
implementing a new plan and before securing funding.
• Be sure to account for any lessons learned from previous efforts to establish a coordinating
entity and make accommodations in your plans, if necessary.
Photo Credit: Contra Costa Transportation Authority,
Walnut Creek, CA
Contra Costa Transportation Authority
(CCTA)
Walnut Creek, CA
Ying Smith
Director, Mobility Programs
ysmith@ccta.net
1NADTC’s Innovation Showcase 1NADTC’s Innovation Showcase 14
2 NADTC’s Innovation Showcase
COORDINATION
Council on Aging of Southwestern Ohio
home52 Transportation
Council on Aging of Southwestern Ohio’s home52 Transportation is a same-day transportation
model that enhances specialized transportation accessibility and fosters collaboration
among regional providers. home52 Transportation has addressed the limitations of public
transportation in the area by providing accessible vehicles, personalized support and frequent
communication with riders, drivers and medical facilities. Through provider coordination,
home52 Transportation creates a more efficient and reliable transportation system by
reducing deadhead miles and creating cost savings for providers, funders and riders.
What makes this innovative?
As the Area Agency on Aging in the region, the Council on Aging of Southwestern Ohio
has provided access to transportation to older adults for decades. However, the traditional
transportation model was failing to meet the needs of clients and creating challenges such as a
lack of on-demand access, inconsistency in quality among transportation providers and multiple
providers operating in siloes that were inefficient and lacked flexibility. The home52 model was
launched in spring 2021 in collaboration with the local hospital association and multiple medical
and transportation providers. Together, an enhanced transportation model was designed
that differs from traditional non-emergency transportation. The program is funded through a
combination of sources including 5310, private grants and service contracts.
home52’s coordination center contracts with 40 community transportation providers and uses
transportation management software to select and dispatch the closest appropriate vehicle
to the pick-up destination. The service is door-through-door, on-demand transportation
for same-day appointments. Real-time vehicle tracking and communication with providers
ensures efficiency and quality assurance. This approach enhances and supports livability
through improved healthcare access and social connectedness for individuals with specialized
transportation needs.
Lessons Learned and Replication Advice:
• Acquire an affordable and efficient Transportation Management System (TMS) to streamline coordination and communication with
transportation providers. A well-designed TMS will enhance scheduling, dispatching and real-time tracking, optimizing operations and costs.
• Hire IT staff to support the technology used by drivers for a smooth implementation and to ensure drivers can effectively use it.
• Dedicate resources to marketing efforts aimed at attracting a quality provider network. This involves promoting the benefits of collaboration
to potential transportation partners.
• Create awareness with marketing directed at eligible riders.
• Allocate resources to hire and train call center staff and implement reliable call center software. These two steps are indispensable to
success in delivering exceptional customer service.
Photo Credit: Council on Aging of Southwestern Ohio,
Blue Ash, OH
Council on Aging of
Southwestern Ohio
Blue Ash, OH
Bryan Black
home52 Transportation Manager
bblack@help4seniors.org
15
HEALTH CARE ACCESS
EMBARK
EMBARK Well Senior Health & Wellness Transportation
EMBARK Well is a no-cost, on-demand transportation program for older adults
and individuals with disabilities in Oklahoma City. EMBARK Well provides
access to health, nutrition, and exercise options to support aging in place
and address the social determinants of health. At launch, EMBARK Well was
route-based and served six area wellness centers. Currently, the program has
transitioned to an on-demand model and serves all Oklahoma City Parks &
Recreation Department locations, all YMCA Wellness Centers, and a network
of Senior Health and Wellness Centers.
What makes this innovative?
Oklahoma City is large with more than 600 square miles, and the public
transportation system operates across approximately 212 square miles of
that area. EMBARK Well is locally funded and fills the gap for older adults who
lack close access to the fixed route system. EMBARK Well provides access to
social activities and exercise and fitness classes, and it supports a variety of programs
such as cooking and food preparation that are operated by partner organizations.
EMBARK Well uses the services of a regional Transportation Network Company that meets
all requirements for training, screening and drug/alcohol compliance. Under the initial,
route-based model of the program, per trip costs were approximately $10-$12; however,
as locations were added, the program moved to an on-demand, shared-ride model and trip
costs are currently between $18-$25, depending on distance.
Following the initial launch of EMBARK Well, a small study was conducted to gauge the impact
of improved transportation access and regular exercise on an individual’s overall health and
wellness. The study found participants lowered their A1C score, improved their ability to
control blood sugar levels and improved overall feelings of health and wellness.
Lessons Learned and Replication Advice:
•Start with a small pilot to gauge interest and control costs, then scale up the program as
awareness and demand increase.
•Find ways to contain program costs. For example, EMBARK Well participants are required
to attend the wellness location closest to their residence.
•Promote the service. EMBARK Well created rack card displays at all locations in the
community where older adults might congregate.
WELL
See the back to learn who qualifies and how to apply.
Call 405-297-2583 to
complete a quick phone interview.
EMBARK Well is a transportation program for seniors age sixty
(60)+. Designed for today’s senior adults, who want to enjoy the
benefits of a healthy lifestyle.
Exercise matters: Read about improving you health with EMBARK
Well at www.embarkok.com/embark-well.
Photo Credit: EMBARK, Oklahoma City, OK
EMBARK
Oklahoma City, OK
Marilyn Dillon
Mobility Management Administrator
marilyn.dillon@okc.gov
NADNADTTC’C’s Innos Innovvation Showcaseation Showcase 3 16
4 NADTC’s Innovation Showcase
COORDINATION
Harris County Transit
Harris County RIDES
Harris County RIDES is a unique, coordinated demand-response transportation program
formed in 2003 that provides specialized transportation for older adults, people with
disabilities and vulnerable low-income populations who live outside of the Houston METRO
service area or are unable to access METRO services. It is a “fill in the gaps” service designed
to help targeted individuals remain independent within communities. This is a countywide
service, serving 1,778 square miles and available 24/7, 365 days of the year. The program
also provides mobility management services.
What makes this innovative?
RIDES operates as an electronic voucher program. Rides for eligible riders are subsidized at
50 percent for each trip. The ride subsidy is either paid by one of the 35 partner agencies or
the riders themselves. The remaining 50 percent is paid by RIDES using FTA Section 5310
funding. In addition, mobility management is provided to clients to promote independence
in the community whether using RIDES or other transportation resources. Once funds are
loaded on the card, the rider can travel anywhere within Harris County or into neighboring
counties within certain parameters.
Harris County RIDES coordinates with local nonprofits, human services organizations, local
transportation providers and public transportation to avoid duplication of services. Before
the implementation of RIDES, many nonprofit organizations and community centers offered
transportation using vans, which created significant overhead costs for drivers, vehicles,
insurance and schedulers. With RIDES, these organizations simply fund fares on an electronic
card for each of their clients and RIDES picks them up. Partner agency transportation
budgets go farther because of the 50-percent match by RIDES. Trip data, participant lists, or
other management reports that agencies may need are available to them by password access
into the RIDES database management system.
Lessons Learned and Replication Advice:
•Secure a champion to obtain community leader and governmental support. Engagement
with a coalition of supportive community stakeholders is also important.
•Document the need in your community. In this example, an outside consultant was
contracted to conduct a study, funded by the MPO organization, to reveal and document
what was already known: There were gaps in services for seniors and people with
disabilities.
•Expect bumps and obstacles along the way, but don’t be discouraged. Be forward thinking!
Photo Credit: Harris County Transit, Houston, TX
Harris County Transit
Houston, TX
Vernon Chambers
Assistant Transit Director
Vernon.chambers@csd.hctx.net
17
ACCESSIBILITY
Healthy Generations Area Agency on Aging
Transition to Transit Travel Training Program
Health Generations Area Agency on Aging’s Transition to Transit Travel Training Program has
been in operation for 10 years and has served mainly the aging population but also refugees,
migrants, college students and others who are new to the area or living in underserved
communities. Healthy Generations’ Transition to Transit is a consumer-focused travel
training that introduces high school students with disabilities to the region’s public transit
system. Students learn how to navigate the public transit system safely and efficiently, while
acquiring life skills and learning personal safety strategies. The goal of Transition to Transit
is to facilitate transportation equity and independent travel for students with disabilities
by providing the skills needed to navigate the transit system safely and comfortably. This
ultimately creates a new generation of transit users who will have access to employment,
medical support, goods and services and other community resources.
What makes this innovative?
Healthy Generations’ Certified Travel Training Instructor (CTTI) partners with local high
school job coaches to educate transitional high school students with disabilities about transit
apps and wayfinding technology; the transit system, routes and stops; and pedestrian
and personal safety. Student participants receive origin-to-destination training by riding
transit with job coaches and the CTTI. A local hotel and restaurant act as the destination
for students where they are hosted for lunch, learn about restaurant etiquette and learn to
calculate gratuities. Participants are empowered to be independent, confident users of the
transit system and encouraged to become transit advocates and ambassadors. The program
is funded by FTA Section 5310 and meets a need identified in the state’s Coordinated Human
Services Mobility Plan to partner with educational facilities for a transportation and mobility
program for students with disabilities.
Lessons Learned and Replication Advice:
•Devote staff time to outreach, development and training.
•Be flexible and person-centered based on the individual training needs of program
participants. The support and coordination provided by high school job coaches working
with the students has been essential to program success.
•Invest in staff training to ensure staff will have the skills needed to implement a Transition
to Transit program.
•Scale costs associated with staff time, marketing and promotional items relative to the size
of the service area and school system.
Photo Credit: Healthy Generations Area Agency on
Aging, Fredericksburg, VA
Healthy Generations Area Agency
on Aging
Fredericksburg, VA
TaMara Banks
Certified Travel Training Instructor and
Outreach Specialist
tbanks@healthygenerations.org
NADNADTTC’C’s Innos Innovvation Showcaseation Showcase 5 18
6 NADTC’s Innovation Showcase
ACCESSIBILITY
Lane Transit District
Service Animal Paw Print Program
Lane Transit District’s Service Animal Paw Print Program creates a better boarding experience
for public transit passengers with service animals. This voluntary program allows riders with
service animals to receive a paw print symbol on their rider card, which indicates to drivers
that the rider has already been asked what task their service animal has been trained to
perform and doesn’t need to be asked again.
What makes this innovative?
Prior to this program, passengers would expect to be asked when boarding the bus about the
status of their animal and what task it is trained to perform. This can be an inconvenience
for frequent riders. Through this program, regular riders need to show only their card with
the paw print symbol when boarding. This contributes significantly to expediting the overall
boarding process.
While anyone with a service animal who does not have a card may still board after answering
questions, the Service Animal Paw Print Program benefits both transit riders and bus drivers
by minimizing unnecessary barriers. This program is a collaborative partnership between a
transit agency and the disability community, and riders with service animals have the choice
of voluntarily participating or not. Lane Transit’s experience is that the Service Animal Paw
Print Program has been enthusiastically embraced by both transit operators and passengers
who have service animals. The program has resulted in a noticeable decrease in complaints
and conflicts on buses.
Lessons Learned and Replication Advice:
•Incorporate the program with an existing in-service training for ease of implementation
and distribute cards when evaluating people with disabilities for reduced fares. Program
resources required are minimal: cost of developing and disseminating cards and staff time
to educate, train and implement.
•Scale the program based on the size of the transportation agency. A blueprint is available
for other transit providers to replicate the Lane Transit District’s program at:
www.ltd.org/file_viewer.php?id=3694.
Photo Credit: Lane Transit District, Eugene, OR
Lane Transit District
Eugene, OR
John Ahlen
Accessible Services Program Manager
john.ahlen@ltd.org
19
ACCESSIBILITY
Mountain Empire Older Citizens
MET-Go!
Mountain Empire Older Citizens’ MET-Go! program is a microtransit service in the rural
community of Big Stone Gap, VA, serving the City of Norton and the Town of Wise in Wise
County. Microtransit offers an on-demand service that can be accessed by mobile phone or
online portal to book a trip for same-day service in the service zone, and response time to
the ride request takes just a few minutes.
What makes this innovative?
MET-Go! uses a microtransit technology from Via to address the transportation needs in
a rural community. MET-Go! makes it simple and easy for riders, including older adults
and people with disabilities, to schedule safe, reliable, on-demand transportation at their
convenience. Through Met-Go! community members gain better access to the community
with a service that augments the demand-response service that requires 24-hour notice.
Funded by FTA Section 5311 (rural) funds and an Integrated Mobility Innovation (IMI) grant
from the Federal Transit Administration, the program improves access to transportation
and, therefore, better access to health care, food, public services, socialization, shopping,
education and employment. In its first year MET-Go! completed 44,000 trips; more than
26,000 of those trips were provided to older adults or people with disabilities. Nearly one-
third of trips were for medical reasons.
Service evaluation of both the microtransit program and the demand-response transportation
service encompasses quality of service, average estimated time of arrival for microtransit/
on-demand trips only, ride availability, average wait time and rider survey comments. In each
instance, MET-Go! has outperformed demand-response service in cost per ride, cost per hour,
and miles per trip. Rider surveys and comments characterize MET-Go! as life-changing.
Lessons Learned and Replication Advice:
•Secure the right partnerships, including a strong technology partner like Via. Mountain
Empire partners with the University of Virginia at Wise, the City of Norton and the Town of
Wise.
•Hire or identify a driver who will champion the program.
•Emphasize face-to-face and word-of-mouth awareness to achieve best promotional
results. Drivers and staff attended community events and forums to distribute promotional
materials.
•Secure at least two vehicles and drivers, and staff who can be flexible in developing the
service if starting a brand new microtransit program.
Photo Credit: MET-Go!, Big Stone Gap, VA
Mountain Empire Older Citizens
Big Stone Gap, VA
Mitch Elliot
Transit Director
melliot@meoc.org
NADNADTTC’C’s Innos Innovvation Showcaseation Showcase 7 20
8 NADTC’s Innovation Showcase
TECHNOLOGY
PennDOT Bureau of Public Transportation
Find My Ride
PennDot Bureau of Public Transportation’s Find My Ride (FMR) is an online
application that enables prospective users or someone acting on their
behalf (e.g., a family member or transportation staff member) to make
a single application for the most prevalent transportation assistance
programs in Pennsylvania. Users answer a series of basic questions about
their transportation needs, and the application automatically adds the
requirements of those programs for which an applicant is eligible. The
completed application is then routed to the local providers of those programs.
What makes this innovative?
Someone applying for transportation assistance traditionally would need to
know which services they qualified for and fill out a paper form or fillable PDF
file for each provider of those services. With a single electronic application,
FMR streamlines the process by automatically sending applications to all
the appropriate programs and providers based on the answers an applicant
provides. Applications also tend to contain fewer errors. Transit providers may
also use this system when taking service calls by phone, which can result in
an applicant booking a ride the same day they apply.
FMR will be available in all Pennsylvania counties by early 2024. To date, more than 20,000
individuals have been approved for one or more transportation programs through the system.
Development of the technology to create FMR was funded with FTA Sections 5310 and 5339
funding plus state funds.
Lessons Learned and Replication Advice:
•Acquire both funding and staff resources to cover technology costs, project management,
development and analysis. FMR was designed specifically for Pennsylvania’s large and
complex network of coordinated human service transportation. An application for a smaller
network of fewer overlapping providers might be deployed with similar benefits for less
effort and less funding (FMR cost close to $3 million).
•Work closely with transportation providers to obtain detailed requirements and obtain their
support.
•Review details with users (riders and providers) before starting development and coding of
the online application form.
•Factor in time for accessibility testing, stakeholder feedback and implementing fixes.
Photo Credit: PDOT Bureau of Public Transportation, Harrisburg, PA
PennDOT Bureau of Public
Transportation
Harrisburg, PA
John Taylor
Manager of Planning and Technology
tjohn@pa.gov
21
ACCESSIBILITY and EQUITY
Quaboag Valley Community Development
Corporation
Quaboag Connector
Quaboag Valley Community Development Corporation’s Quaboag Connector is a rural
transportation service developed through community collaboration and input to connect
underserved rural residents of 10 Quaboag Valley communities with services and
resources outside their area, such as health care and employment. While the Connector
serves the general public, it prioritizes rides for older adults, people with disabilities and
people with low incomes.
What makes this innovative?
The Connector is an accessible, affordable, demand-response, curb-to-curb service
in a rural area largely unserved by regional transit. There are few sidewalks, traffic
lights, streetlights or bike lanes in the region. Funded with FTA Section 5310 and 5311
funds plus private funding, rides are low or no cost, regardless of the rider’s location or
distance traveled to a destination in the service area. The Connector provides on average
1,000 rides per month, primarily for employment and medical appointments. Sixty-seven
percent of rides have been for older adults and people with disabilities, and services
have been expanded to meet the needs of specific populations:
•In 2022 the Connector took over Ware Senior Van Service, increasing access and
extending hours of travel for older adults in Ware.
•Baystate Health Convenient Care Van provides no cost, non-emergency medical
transportation (Medicaid NEMT) to any Baystate Health facility in a 10-town service area
through a partnership with Baystate Wing Hospital.
•The Palmer Rides to Work program provides half-priced rides for low-income residents
traveling to work, work-related training and job interviews.
Lessons Learned and Replication Advice:
•Find out what makes riders feel safe and comfortable and what they need from a local
transportation service when designing and developing a new transportation program.
Paying attention to community feedback will help ensure success.
•Dedicate at least one vehicle for a new program such as the Connector, preferably
wheelchair accessible, and a place to keep it. Funding for fuel, maintenance and repairs is
also necessary.
•Plan for additional staff resources for implementing program operations, applying for
funding, reporting, and ensuring compliance.
•Develop printed materials to advertise the service in the community.
Photo Credit: Quaboag Valley Community Development Corp
Quaboag Valley Community
Development Corporation
Ware, MA
Jen Healy
Rural Transit Program Manager
jenh@qvcdc.org
NADNADTTC’C’s Innos Innovvation Showcaseation Showcase 9 22
10 NADTC’s Innovation Showcase
ACCESSIBILITY
rabbitcares
Grocery Cart Program
rabbitcares provides grocery carts to eligible rabbittransit riders (older adults,
people with disabilities and veterans) who need help transporting bags while
using public transportation. Riders are responsible for ensuring carts are secure at
all times. On fixed routes, carts can be placed in any open wheelchair securement
site or close to the rider. On paratransit, drivers help secure carts, as needed.
Access to grocery carts gives personal access to healthy food and independence
in shopping, while decreasing the risk of falling and fostering safety in public
transit travel.
What makes this innovative?
Two and a half million Pennsylvanians (21 percent of the population) have
limited access to food. Whether living in a food desert, having insufficient funds
to purchase food, or experiencing mobility challenges, older adults and people
with disabilities may encounter access issues that prevent them from obtaining
food to keep them healthy and independent. Providing a grocery cart to public
transportation riders won’t address all these issues, but it will help those who
avoid shopping because they cannot carry grocery bags. Something as simple
as a grocery cart can promote shopping independence and keep riders active,
engaged in their community and healthy. Nearly 96 percent of those surveyed who have
received carts said the program has positively impacted their quality of life and makes
shopping safer by decreasing the risk of accidents and falls. More than 80 percent reported
having a cart makes the difference between access to groceries and not having food when
they need it.
Lessons Learned and Replication Advice:
•Seek funding partners and referrals from other agencies when creating the program.
•Ship the cart directly from the vendor, once a rider is deemed eligible. This is the easiest,
most efficient way to handle delivery.
•Implement a tracking system for funds requested and received as well as for carts
requested, shipped and received.
Photo Credit: rabbitcares, York, PA
rabbitcares
York, PA
Sherry Welsh
Administrator
swelsh@rabbitcares.org
23
COORDINATION
Rappahannock-Rapidan Regional Commission
Regional Transportation Collaborative
The Rappahannock-Rapidan Regional Commission has created the Regional
Transportation Collaborative (RTC), a mobility management program, through
the use of Virginia’s first one-call, one-click call center. Its flexible design
allows partner programs to participate at the level they are able at any given
time and increases the ability for nontraditional stakeholders to participate. Its
collaborative structure enables RTC to leverage partnerships and resources to
support fund raising, strategic planning, staffing, data collection and more.
What makes this innovative?
RTC’s Mobility Center provides mobility services through a central phone number,
and it coordinates and supports information and referral. With a strong emphasis
on collaboration among partners and sharing resources, RTC supports eight
local transportation nonprofit programs, partners with more than 30 community
agencies and continually implements new mobility solutions to address the
region’s mobility challenges.
Over a four-year period, from fiscal year 2019 through 2023, RTC generated
nearly 600-percent growth in mobility funding and services for older adults and people with
disabilities. RTC’s collaborative relationships with diverse partners means that rather than
competing for funds, they can jointly apply, and they typically meet eligibility for any state
or federal transportation grant, including match requirements. The collaboration has enabled
RTC to increase funding from AARP and three local foundations as well.
Partnerships also allow RTC to align priorities, data and services with local foundations. For
example, RTC now partners with three programs supporting vulnerable individuals who need
behavioral health counseling and drug and alcohol treatment services, which has opened new
funding opportunities.
Lessons Learned and Replication Advice:
•Secure local buy-in for the collaborative to enable the ability to leverage funding, staffing
and partnerships.
•Address partner differences in organizational policies and procedures when forming a
collaboration. Partners should be willing to consider nontraditional approaches when
exploring leveraging of funds, policies, service provision and more.
•Secure commitments from all partners to dedicate ongoing staff time to the collaboration.
Photo Credit: Rappahannock-Rapidan Regional
Commission, Culpeper, VA
Rappahannock-Rapidan Regional
Commission
Culpeper, VA
Kristin Lam Peraza
Mobility Manager
klamperaza@rrregion.org
NADNADTTC’C’s Innos Innovvation Showcaseation Showcase 11 24
12 NADTC’s Innovation Showcase
ACCESSIBILITY and EQUITY
Scott/Carver Counties Mobility Management
Hop Scott Volunteer Program
Scott/Carver Counties Mobility Management’s Hop Scott program started as volunteer
transportation offering food deliveries. It added citizen transport for non-emergency
medical needs, transports for mental health, vets helping vets transportation, and now
coordination with MiCASA to assist the Latino population in Scott County. With three,
county-owned accessible vans driven by volunteers, this service is managed by two full-time
mobility managers who also coordinate with public transit, oversee non-emergency medical
transportation, problem solve for transportation options with County Human Services and
recommend fixed route public transit solutions.
What makes this innovative?
The Hop Scott volunteer program is meeting multiple community needs and has started two
new options with its wheelchair accessible vans, including coordination with MiCASA, a group
focused on the needs of the Latino population throughout Scott County. First, the vans pick
up food at local markets for distribution to the community, and second they help Latinos get
to medical appointments and pre-school screenings.
With a Live Well at Home grant funded by the Minnesota Department of Human Services, Hop
Scott has 10 active volunteers who use either the accessible vans or their own vehicles with
mileage reimbursement. The program is focused on older adults and people with disabilities
to help them stay in their homes. Food delivery has been promoted with marketing flyers in
both English and Spanish. Other Hop Scott marketing comprises of social and print media
including Facebook, NextDoor, radio ads, and newspapers, which is also considered for
language translation, as needed.
Lessons Learned and Replication Advice:
•Balance marketing with volunteer recruitment to meet ride demand.
•Consider nontraditional volunteers. Hop Scott has one volunteer who is under 30 and
works full time but is willing to help in the evening or on weekends.
•Secure county support with grants and matching funds along with support from local
communities. Hop Scott has county funding through 2027 using local transportation tax
dollars.
•Partner with local service organizations to recruit volunteer drivers.
•Acquire strong commitments from managers of the food programs who appreciate the
impact of food delivery on local communities.
Photo Credit: Scott/Carver Counties Mobility
Management, Shakopee, MN
Scott/Carver Counties Mobility
Management
Shakopee, MN
Alan Herrmann
Mobility Management Supervisor
aherrmann@co.scott.mn.us
25
ACCESSIBILITY and CROSS
JURISDICTIONAL BOUNDARIES
Senior Resource Association
Developmental Mobility Advantage Ride Program
Senior Resource Association’s Advantage Ride program provides specialized training for
transportation operators and staff working with developmentally disabled individuals on the
Treasure Coast, and it leverages funds to offer zero-fare trips across a four-county area. It
improves the lives of those with developmental disabilities by offering mobility options.
The Advantage Ride program involves collaboration between two community transportation
coordinators and four transportation operators, and everyone involved—drivers, call takers
and administrators—receives specialized training to work with individuals with developmental
disabilities. Funding has been acquired from four sources including the Florida Developmental
Disabilities Council, Commission for Transportation Disadvantaged, the Florida Department of
Transportation and St. Lucie County.
What makes this innovative?
The program offers riders access to transportation during times when fixed route and demand-
response services are not available, and it alleviates rider concerns about having affordable
and reliable transportation to employment, educational programs and medical services. The
program provides safe, reliable transportation to allow individuals with disabilities to be more
independent.
One key aspect of the program is that each staff member, ranging from the driver to dispatcher,
undergoes specialized training to work with individuals with developmental disabilities. The
result is a safer and more friendly experience for riders. To make the eligibility process more
inclusive and less confusing for riders, the program is fare free and involves contacting only one
office. This streamlines the services, makes sure all residents on the Treasure Coast have equity
and does not add an additional layer of complexity to a process that can be overwhelming to
individuals with developmental disabilities. Without the zero-fare and no co-pay transportation
service, individuals with developmental disabilities on the Treasure Coast would have to pay up
to $50 per trip. The average number of daily trips is 237.
Lessons Learned and Replication Advice:
•Provide basic IDD training to all transportation providers and staff. For example,
–The Introduction to Developmental Disabilities Guide by the Agency for Persons with Disabilities
–The Vulnerable Adult Abuse, Neglect and Exploitation video by the U.S. Department of Health and Human Services
–Five Tips for Working with People with Disabilities by Paraquad
–Rutgers’ Developmental Disabilities Training Series: Understanding Behavior and Managing Behavior
•Watch your budget allocations carefully. Senior Resource Association spends 82 percent of budgeted funds on transportation provider
payments; 13 percent on staff wages, benefits and taxes; and five percent on marketing and postage.
Photo Credit: Senior Resource Association, Vero Beach,
FL
Senior Resource Association
Vero Beach, FL
Karen Deigl
CEO
kdeigl@sramail.org
NADNADTTC’C’s Innos Innovvation Showcaseation Showcase 13 26
14 NADTC’s Innovation Showcase
HEALTH CARE ACCESS
United Way of Southeastern Idaho
Ride United
United Way of Southeastern Idaho’s Ride United, funded with state and private funds through
United Way, offers no-cost transportation above and beyond Medicaid NEMT for health-related
activities for patients of the local free clinic, crisis and recovery centers, and mental health
facilities. By providing no-cost transportation, nonprofits can help their clients to better
address the social determinants of health related to health care and help them to achieve
long-term, sustainable health improvements. Ride United also helps community members
access other essential services such as dental appointments, housing support, meetings at
local schools and more.
What makes this innovative?
Medicaid NEMT has strict policies on who can and cannot access rides and under what
circumstances, and it does not cover all types of rides that Medicaid recipients need. Ride
United’s holistic approach, designed by a team of community-based professionals in response
to an assessment of local social determinants of health, found that asset-limited, income-
constrained and employed (ALICE) community residents experience barriers to good health.
One-third of those surveyed experience housing and food insecurity, and one-quarter
experience unmet needs associated with utilities and transportation. The program has quickly
grown to several hundred rides per month provided to this target population, including
rides to medical care for a caregiver who was suffering congestive heart failure and rides
provided to another community member with disabilities who was able to access permanent,
supportive housing and avoid homelessness.
Lessons Learned and Replication Advice:
•Consider a United Way partnership to access technical support for innovative
transportation solutions.
•Develop a supplementary program for your state’s Medicaid NEMT, ensuring that all
participating agencies understand and receive guidance on Medicaid NEMT rules.
•Seek partners who are willing to troubleshoot issues and who have strong communication
skills to work with transportation providers and riders when schedules change.
•Allow for staff time to onboard new agencies, manage monthly billing, support
troubleshooting, develop and maintain relevant policies and provide ongoing connections
to partnering organizations.
Photo Credit: United Way of Southeastern Idaho,
Pocatello, ID
United Way of Southeastern Idaho
Pocatello, ID
Amy Wuest
Director of Health
amy@unitewaysei.org
27
Call toll-free: 866.983.3222
Email: contact@nadtc.org
Web: www.nadtc.org
Find us on Facebook, X,
YouTube & LinkedIn!
Who We Are
Established in 2015, the NADTC is a federally funded technical assistance center administered by Easterseals and USAging based in
Washington, DC.
The National Aging and Disability Transportation Center is funded through a cooperative agreement of Easterseals, USAging, and
the U.S Department of Transportation, Federal Transit Administration, with guidance from the U.S. Department of Health and Human
Services, Administration for Community Living.
USAging is the national association representing and supporting
the network of Area Agencies on Aging and advocating for the
Title VI Native American Aging Programs. Our members help older
adults and people with disabilities live with optimal health, well-
being, independence and dignity in their homes and communities.
USAging and our members work to improve the quality of
life and health of older adults and people with disabilities,
including supporting people with chronic illness, people living
with dementia, family caregivers and others who want to age
well at home and in the community. Together, we are ensuring
that all people can age well. Our members are the local leaders
that develop, coordinate and deliver a wide range of home and
community-based services, including information and referral/
assistance, case management, home-delivered and congregate
meals, in-home services, caregiver supports, transportation,
evidence-based health and wellness programs, long-term care
ombudsman programs and more.
www.usaging.org
Easterseals is leading the way to full equity, inclusion, and access
through life-changing disability and community services. For more
than 100 years, we have worked tirelessly with our partners to
enhance quality of life and expand local access to healthcare,
education, and employment opportunities. And we won’t rest until
every one of us is valued, respected, and accepted. Easterseals
provides essential services and on-the-ground supports to more
than 1.5 million people each year — from early childhood
programs for the critical first five years, to autism services, to
medical rehabilitation and employment programs, to veterans’
services, and more. Our public education, policy, and advocacy
initiatives positively shape perceptions and address the urgent and
evolving needs of the one in four Americans living with disabilities
today. Together, we’re empowering people with disabilities,
families and communities to be full and equal participants in
society. www.easterseals.com
March 2024
28
Smith, Watts &Hartmann, LLC.
Consulting and Governmental Relations
May 7, 2024
To: Transportation, Water, and Infrastructure Committee
c/o John Cunningham
From: Mark Watts
Re: May 2024 TWIC State Report
I am pleased to provide the following report on acƟviƟes occurring in the state Capitol, including
specifically updated informaƟon on legislaƟve and budgetary acƟviƟes:
Fiscal Year (FY) 2024‐25 State Budget Update; Update on FY 2024‐25 State Budget Negotiations.
Background:
Late last month, the Governor’s Office implemented a discretionary spending freeze across all
state agencies and departments, which will temporarily pause the release of the formula‐based
Transit and Intercity Rail Capital Program (TICRP) and Zero‐Emission Transit Capital Program
(ZEC) funding approved in the Fiscal Year 2023‐24 budget [Senate Bill (SB) 125/ Assembly Bill
(AB) 102]. This “Section 74 spending freeze” authorization was a component of AB 106, the bill
that included a suite of “early action budget reduction” strategies; those “frozen” TIRCP and ZEC
expenditures could be on the table for the Legislature and Administration to cut through as we
near the conclusion of the budget process.
Overview of State Spending Freeze Impact on SB 125/AB 102 Funds
SB 125/AB 102 provided the state’s transit agencies with more than $2 billion over five years.
Many had anticipated imminently receiving the “year one” resources share of these resources.
While this short delay in receiving these resources is less‐than‐ideal, for Bay Area agencies, MTC
believes it will be manageable as transit operators are not facing immediate shortfalls and the
capital projects are not expected to need to expend funds in the very near‐term.
However, from a “Big Picture” perspective, it’s concerning that these funds are included in the
“freeze” as it indicates that ultimately, the funds may be at risk. The transit agencies within this
state are utilizing SB 125 funding commitments to sustain transit and invest in capital projects
that are leveraging billions of dollars in matching federal funds.
Timing/Next Steps
29
Smith, Watts &Hartmann, LLC.
Consulting and Governmental Relations
While the Administration could “unfreeze” the funds at any time, it is not expected that
additional action will likely be taken until at least after the May Revision is released sometime
around May 14, 202.
Major Tax initiative on November Ballot – Update
This major tax “reform”; initiative is subject to the California Supreme Court review, with oral
arguments set for today. The measure is qualified to be presented to voters in November, 2024
to the concern of Gov. Gavin Newsom and top Democratic lawmakers who seek to demonstrate
to the Justices that, it's unconstitutional.
At stake is a basic executive power of the governor, as well as the Legislature and local
governments to impose new taxes to pay for public programs.
The measure, sponsored by the California Business Roundtable, would require voters to approve
taxes passed by the Legislature and would raise the voter‐approval threshold for some local
taxes to two‐thirds. (It would also retroactively apply to dozens of state and local‐level taxes that
had been passed since 2022.)
Key Legislation
SB 1031 (Wiener)
Introduced by Senators Scott Wiener and Aisha Wahab, this bill authorizes a Bay Area
transportation funding measure to be presented to the voters that is expected to raise between
$1‐2 billion annually and with reforms to deepen transit integration, study the consolidation of
public transit agencies, and more.
The bill is presently in the Senate Appropriations committee. In the past few weeks, CMAs and
some stakeholders have positioned themselves in opposition to SB 1031, known as the Connect
Bay Area Act, most notably, the Santa Clara Valley Transportation Authority board. They cited
the possibility that putting the measure on the ballot in 2026, which other transit agencies and
legislators are pushing for to offset local agency budget gaps, could undercut the county’s efforts
to get voters to reauthorize existing transportation sales taxes, among other concerns.
The measure outlined by SB 1031 could raise $1.5 billion a year in the region’s nine counties,
likely in the form of a half‐cent sales tax possibly coupled with a parcel tax or another type or
levy, but many are now saying that the bill fails to guarantee that new tax revenues raised would
be fairly returned to the county.
30
Smith, Watts &Hartmann, LLC.
Consulting and Governmental Relations
SB 1031 envisions that more than half of the overall revenue would go to pay for transit
operations and initiatives to help coordinate fares, schedules, signage and other operational
needs among the region’s 27 transit agencies. Part of the revenue would also go to street safety
and highway improvement projects.
At present the bill provides that MTC would administer the proceeds, and the bill requires at
least 70% of the money raised in each county to be spent on projects benefiting county
residents.
Behind‐the‐scenes negotiations on the legislation are ongoing, including the VTA, MTC and
Cortese. It gets its next hearing before the Senate Appropriations Committee on May 13.
Transit and Intercity Rail Capital Program (TIRCP) ‐ Funding CYCLE 7
The TIRCP was established by Senate Bill (SB) 862 (Chapter 36, Statutes of 2014) and modified by
Senate Bill 9 (Chapter 710, Statutes of 2015), to provide grants from the Greenhouse Gas
Reduction Fund (GGRF) to fund transformative capital improvements intended to modernize
California’s intercity, commuter, and urban rail systems, and bus and ferry transit systems, to
significantly reduce emissions of greenhouse gases, vehicle miles traveled, and congestion.
SB 125
SB 125 (Chapter 54 of the Statutes of 2023) guided the distribution of $4 billion in General Fund
through TIRCP on a population‐based formula to regional transportation planning agencies,
which will have the flexibility to use the money to fund transit operations or capital
improvements. The budget also establishes the $1.1 billion Zero‐Emission Transit Capital
As indicated above, the Governor has “extended a freeze” to these funds for a 2‐month period
passing int the final budgetary adoption period of June 15, 2024.
2024 Programming Cycle
In the past month, CalSTA released it draft guidelines for the new 2024 TIRCP grant cycle that
will program projects starting with the 2024‐25 fiscal year and ending with the 2028‐29 fiscal
year. The new program cycle will include previously awarded and active projects that have not
been fully allocated by the end of the 2023‐24 fiscal year, and projects selected with the 2024
cycle. With the SB 125 General fund revenues frozen, the TIRCP remains a recipient of a portion
of the Transportation Improvement Fee revenues established by SB 1 and a continuous
appropriation of 10 percent from the quarterly Cap‐and‐Trade auction proceeds deposited in the
GGRF, plus any annual budget allocations provided by enacted budget bills. The Cycle 7 Schedule
is as follow:
31
Smith, Watts &Hartmann, LLC.
Consulting and Governmental Relations
32
Smith, Watts &Hartmann, LLC.
Consulting and Governmental Relations
APPENDIX
KEY TransportaƟon BILLS OF NOTE
AB 2535 (Bonta): This bill would eliminate general purpose lanes as an eligible use for TCEP under any
circumstance and eliminate highway capacity as an eligible use in disadvantaged communities. Should a
highway project under TCEP expand the highway footprint in limited instances, the bill would require full
mitigation of all environmental impacts.
Status: May 8, Suspense candidate for Senate Appropriations
AB 2086 (Schiavo): AB 2086 would require Caltrans to report to the Legislature on how it advanced its
Core Four (safety, equity, climate action, and economic prosperity) priorities with the funding that was
made available to it in the preceding 5 fiscal years. AB 2086 would also create a new role for the CTC to
develop performance targets for the Core Four goals.
Status: Assembly Appropriations, not set for hearing.
AB 2290 (Friedman): AB 2290 would, among other things, require a bicycle facility that is identified for a
street in an adopted bicycle plan or active transportation plan to be included in a project funded by the
program that includes that street. This is of concern for rural counties and areas.
Status: Assembly Appropriations: Suspense File
SB 960 (Wiener): SB 960 would require all transportation projects funded or overseen by Caltrans to
provide “comfortable, convenient, and connected” complete streets facilities unless an exemption is
documented and approved. SB 960 would also require the CTC to adopt targets and performance
measures related to making progress on complete streets. Finally, SB 960 would require Caltrans to adopt
a Transit Priority Project policy for state and local highways.
Status: Seante Appropriations, Suspense File
33
AMENDED IN SENATE APRIL 16, 2024
AMENDED IN SENATE MARCH 18, 2024
SENATE BILL No. 1031
Introduced by Senators Wiener and Wahab
(Principal coauthor: Assembly Member Ting)
February 6, 2024
An act to amend Sections 65081 and 66516 of, to add Section 13978.9
to, to add the heading of Division 1 (commencing with Section 66500)
to Title 7.1 of, and to add Division 2 (commencing with Section 66538)
to Title 7.1 of, the Government Code, to amend Section 99270.5 of the
Public Utilities Code, to add Section 976.9 to the Unemployment
Insurance Code, and to add Section 9250.3 to the Vehicle Code, relating
to transportation.
legislative counsel’s digest
SB 1031, as amended, Wiener. San Francisco Bay area: local revenue
measure: transportation improvements.
(1) Existing law creates the Metropolitan Transportation Commission
as a local area planning agency for the 9-county San Francisco Bay area
with comprehensive regional transportation planning and other related
responsibilities. Existing law creates various transit districts located in
the San Francisco Bay area, with specified powers and duties relating
to providing public transit services.
This bill would authorize the commission to raise and allocate new
revenue and incur and issue bonds and other indebtedness, as specified.
In this regard, the bill would authorize the commission to impose a
retail transactions and use tax, a regional payroll tax, a parcel tax, and
a regional vehicle registration surcharge in all or a subset of the 9
counties of the San Francisco Bay area, in accordance with applicable
97 34
constitutional requirements. The bill would require the parcel tax to be
collected by counties and the other 3 taxes to be collected by specified
state agencies, and would require the net revenues from those taxes to
be remitted to the commission, as prescribed. The bill would require
the revenue generated pursuant to these provisions to be used for
transportation improvements in the San Francisco Bay area, including
for various transit purposes, and would require the commission to
distribute those revenues in accordance with specified requirements
and expressions of legislative intent. requirements.
By adding to the duties of local officials with respect to elections
procedures for revenue measures on behalf of the commission, this bill
would impose a state-mandated local program.
(2) Existing law establishes the Transportation Agency, consisting
of various state agencies under the supervision of an executive officer
known as the Secretary of Transportation, who is required to develop
and report to the Governor on legislative, budgetary, and administrative
programs to accomplish comprehensive, long-range, and coordinated
planning and policy formulation in the matters of public interest related
to the agency.
This bill would require the Transportation Agency to select a
transportation institute, as defined, to conduct an assessment of the
associated advantages and disadvantages of consolidating all of the
conduct an assessment that analyzes the benefits and disbenefits to
riders, and the administrative, financial, legal, contractual, and
governance feasibility, of various forms of consolidation, as defined,
among transit agencies, as defined, that are located in the 9-county San
Francisco Bay area, as specified. area. The bill would require that
assessment to be completed on or before January 1, 2026, and would
require, as part of that assessment, the transportation institute to provide
recommendations on how to consolidate those transit agencies and to
include certain information in the assessment. identify specified
information about each transit agency and to consider certain topics
relating to consolidation. Based on the findings of the assessment, the
bill would require the Transportation Agency, on or before January 1,
2027, to recommend a comprehensive plan to consolidate all of the
transit agencies located in the San Francisco Bay area, as provided.
develop a report of recommendations that, among other things, identifies
opportunities to consolidate 2 or more agencies and provides specific
recommendations for the consolidation or elimination of transit agencies
and their governing bodies without resulting in the elimination of
97
— 2 — SB 1031 35
programs and transportation services, as specified. The bill would
establish the Bay Area Transit Consolidation and Coordination
Technical Assistance Fund in the State Treasury for the deposit of
moneys that can be used for specified purposes, including paying for
the cost of conducting the assessment and preparing the comprehensive
plan, report, as specified. The bill would require the assessment and
the comprehensive plan report to be submitted to the Legislature upon
completion.
(3) Existing law requires the Metropolitan Transportation
Commission to adopt rules and regulations to promote the coordination
of fares and schedules for all public transit systems within its
jurisdiction, as specified.
This bill would revise and recast this provision by, among other things,
providing that the commission is responsible for implementing a
seamless transit rider experience across the San Francisco Bay area and
requiring those rules and regulations to also promote the coordination
of mapping and wayfinding, real-time transit information, and other
customer-facing operating policies, as specified. The bill would also
declare that it is the intent of the Legislature that the commission
implement and sustain specified outcomes in undertaking these
responsibilities. The bill would require the commission to submit an
annual report to the Legislature on the status of those outcomes and the
status of transit ridership in the San Francisco Bay area. By imposing
additional duties on the commission, the bill would create a
state-mandated local program.
(4) Under existing law, a transit operator within the jurisdiction of
the commission is not eligible to receive funding allocated by the
commission pursuant to the State Transit Assistance Program unless it
has complied with the above-described rules and regulations adopted
by the commission.
This bill would also make a transit operator ineligible to receive an
allocation from the commission of the revenues generated by the new
taxing authority authorized by the bill or to make a claim pursuant to
the Transportation Development Act for an allocation of funds from a
local transportation fund if the operator is not in compliance with those
rules and regulations.
(5) Existing law authorizes the commission and the Bay Area Air
Quality Management District to jointly adopt a commute benefit
ordinance that requires covered employers operating within the common
97
SB 1031 — 3 — 36
area of the 2 agencies with a specified number of covered employees
to offer those employees certain commute benefits, as specified.
This bill would also authorize one of those commute benefit options
to include an employer-provided regional transit pass.
This bill would authorize the commission, as part of a measure to
impose a tax described above, to propose a ballot measure that would
require a covered employer that is located in proximity to transit to
purchase a regional transit pass for each of its employees and to require
a covered employer that is not located in proximity to transit to provide
a subsidy to each of its employees corresponding in financial value to
the regional transit pass, as specified. If the ballot measure is approved
by the voters, the bill would require the commission and the district to
update the ordinance accordingly.
(6) The California Constitution requires the state to reimburse local
agencies and school districts for certain costs mandated by the state.
Statutory provisions establish procedures for making that reimbursement.
This bill would provide that, if the Commission on State Mandates
determines that the bill contains costs mandated by the state,
reimbursement for those costs shall be made pursuant to the statutory
provisions noted above.
Vote: majority. Appropriation: no. Fiscal committee: yes.
State-mandated local program: yes.
The people of the State of California do enact as follows:
line 1 SECTION 1. The Legislature finds and declares all of the
line 2 following:
line 3 (a) The San Francisco Bay area needs a world-class, reliable,
line 4 affordable, efficient, and connected transportation network that
line 5 meets the needs of bay area residents, businesses, and visitors
line 6 while also helping combat the climate crisis.
line 7 (b) A world-class transportation network will enhance access
line 8 to opportunity, lower greenhouse gas emissions, strengthen the
line 9 region’s economy, and improve quality of life.
line 10 (c) To achieve that vision, the San Francisco Bay area needs all
line 11 of the following:
line 12 (1) A public transit network that offers safe, clean, frequent,
line 13 accessible, easy-to-navigate, and reliable service that gets transit
line 14 riders where they want and need to go safely, affordably, quickly,
line 15 and seamlessly.
97
— 4 — SB 1031 37
line 1 (2) Local roads that are well maintained.
line 2 (3) Transit, biking, walking, and wheeling options that are safe,
line 3 convenient, and competitive alternatives to driving.
line 4 (d) Regional funding and reforms are necessary to create a
line 5 climate-friendly transportation system that is safe, accessible, and
line 6 convenient for all, including through doing all of the following:
line 7 (1) Protecting and enhancing transit service.
line 8 (2) Making transit faster, safer, and easier to use.
line 9 (3) Enhancing mobility and access for all.
line 10 SEC. 2. This act shall be known, and may be cited as, the ____
line 11 Connect Bay Area Act of 2024.
line 12 SEC. 3. Section 13978.9 is added to the Government Code, to
line 13 read:
line 14 13978.9. (a) For purposes of this section, the following
line 15 definitions apply:
line 16 (1) “Commission” means the Metropolitan Transportation
line 17 Commission.
line 18 (2) “Consolidation” means a reform to transit agencies that
line 19 includes one or more of the following:
line 20 (A) Combining staffs or back office functions of two or more
line 21 transit agencies while retaining separate governing boards.
line 22 (B) Replacing multiple governing boards with a unified
line 23 governing board representing a broader jurisdiction.
line 24 (C) Creating a more effective umbrella structure under which
line 25 existing transit agencies are brought together but still operate as
line 26 distinct agencies with separate governing boards.
line 27 (D) Increasing coordination across two or more transit agencies
line 28 to deliver one or more components of a transportation service so
line 29 the agencies can increase their capacity to provide trips.
line 30 Coordination may include, but is not limited, to any of the
line 31 following:
line 32 (i) Sharing passenger trips and vehicles.
line 33 (ii) Colocation of facilities, programs, or services.
line 34 (iii) Collaborating on grant applications, state or local plans,
line 35 or both, training, vehicle purchasing, or maintenance.
line 36 (iv) Joint hiring of a mobility manager.
line 37 (v) Federal fund braiding.
line 38 (3) “Labor institute” means the University of California,
line 39 Berkeley Labor Center or the UCLA Labor Center.
line 40 (2)
97
SB 1031 — 5 — 38
line 1 (4) “San Francisco Bay area” means the region comprising the
line 2 commission’s jurisdiction, as prescribed by Section 66502.
line 3 (3)
line 4 (5) “Transit agency” has the same meaning as “public
line 5 transportation operator” as defined in subdivision (b) of Section
line 6 99312.2 of the Public Utilities Code.
line 7 (4)
line 8 (6) “Transportation institute” means either the University of
line 9 California Institute of Transportation Studies or the Mineta
line 10 Transportation Institute at San José State University.
line 11 (b) The Transportation Agency shall oversee the completion of
line 12 the assessment required pursuant to subdivision (c) and the report
line 13 of legislative recommendations required pursuant to subdivision
line 14 (d) in a manner that emphasizes, across all facets of analysis and
line 15 recommendations, benefits to riders and disabled riders, including
line 16 those who use paratransit. The completion of the assessment and
line 17 report shall include consultation with impacted stakeholders
line 18 including, but not limited to, impacted transit agencies, transit
line 19 unions, transit riders, and local governments. It is the intent of the
line 20 Legislature that the assessment and the report help achieve all of
line 21 the following goals with regard to the operation of public transit
line 22 in the San Francisco Bay area:
line 23 (1) Improving the speed, efficiency, and reliability of service.
line 24 (2) Improving the affordability of fares.
line 25 (3) Improving the safety and cleanliness of service.
line 26 (4) Promoting the achievement of the state’s climate goals,
line 27 including through the incorporation and diffusion of zero-emission
line 28 technologies.
line 29 (5) Incorporating other technological changes that improve
line 30 rider experience and safety.
line 31 (6) Improving accessibility of, and connections to, regional and
line 32 interregional transit service in a manner that competes with private
line 33 automobile travel, particularly for low-income residents and those
line 34 residing in equity priority communities, as defined by the
line 35 commission.
line 36 (7) Improving and simplifying the accountability of the
line 37 transportation systems to the public and riders.
line 38 (8) Reducing administrative costs and improving cost
line 39 efficiencies within and across transit agencies.
line 40 (b)
97
— 6 — SB 1031 39
line 1 (c) (1) The Transportation Agency shall select a transportation
line 2 institute to conduct an assessment of the associated advantages
line 3 and disadvantages of consolidating all of the transit agencies that
line 4 are located within the San Francisco Bay area, and shall oversee
line 5 the transportation institute in that regard. in accordance with the
line 6 requirements of this section. The transportation institute shall
line 7 consult with a labor institute, if it chooses to participate, in
line 8 conducting all aspects of the assessment with respect to impacts
line 9 on the workforce and labor relations. The transportation institute
line 10 shall complete the assessment on or before January 1, 2026, and
line 11 upon completion, shall submit the assessment to the Legislature
line 12 in compliance with Section 9795, and to the commission and each
line 13 of the transit agencies located in the San Francisco Bay area.
line 14 (2) In undertaking the duties set forth in paragraph (1), the
line 15 Transportation Agency shall consult with impacted stakeholders,
line 16 included, but not limited to, impacted transit agencies, transit
line 17 unions, transit riders, and local governments.
line 18 (3) If the Transportation Agency selects the University of
line 19 California Institute of Transportation Studies to complete the
line 20 assessment, the requirement to complete the assessment shall only
line 21 apply to the University of California to the extent that the Regents
line 22 of the University of California, by appropriate resolution, make
line 23 that requirement applicable.
line 24 (4) In conducting the assessment, the transportation institute
line 25 shall also study the impact that regional consolidation would have
line 26 on wages, work conditions, pension, and retirement benefits of
line 27 workers covered by collective bargaining agreements at relevant
line 28 agencies.
line 29 (5) As part of the assessment, the transportation institute shall
line 30 provide recommendations on how to consolidate those transit
line 31 agencies in a manner that does all of the following:
line 32 (A) Prioritizes cost savings to the public, the adoption of
line 33 advanced technology, and other efficiencies.
line 34 (B) Meets and exceeds climate goals.
line 35 (C) Improves the speed of transit and the seamlessness of
line 36 transfers.
line 37 (D) Advances any other improvements to transit operations.
line 38 (6)
line 39 (2) The transportation institute shall identify, identify each
line 40 transit agency that has authority to create policy or assess charges
97
SB 1031 — 7 — 40
line 1 with regard to transit and that is located in the San Francisco Bay
line 2 area and, at a minimum, all of the following information in the
line 3 assessment:
line 4 (A) Each transit agency, and each agency that has authority to
line 5 create policy or assess charges with regard to transit, that is located
line 6 in the San Francisco Bay area and whether the governing body of
line 7 those agencies is appointed or elected.
line 8 (B) The size of the membership, terms of service of the
line 9 members, and whether the members are voting members, for each
line 10 governing body of an agency described in subparagraph (A).
line 11 (C) Whether the governing body of an agency described in
line 12 subparagraph (A) was created pursuant to state statute, local
line 13 ordinance, city charter, federal law, or ballot measure or initiative.
line 14 (D) The county where each agency described in subparagraph
line 15 (A) and its governing body is located.
line 16 (E) Any qualifications required to serve as a member of the
line 17 governing board of an agency described in subparagraph (A).
line 18 (A) The county where each transit agency and its governing
line 19 body is located.
line 20 (B) The governance structure of each transit agency, including
line 21 all of the following information:
line 22 (i) The size of the membership, terms of service of the members,
line 23 and whether the members are voting members, and whether the
line 24 governing body of those agencies is appointed or elected.
line 25 (ii) Any qualifications required to serve as a member of the
line 26 governing board of the transit agency.
line 27 (iii) Whether the governing body of the transit agency was
line 28 created pursuant to state law, local ordinance, city charter, federal
line 29 law, or ballot measure or initiative.
line 30 (F)
line 31 (C) The funding structures, including any tax assessments, and
line 32 revenue mechanisms, including any temporary or permanent state
line 33 or federal support, or both, established for each agency described
line 34 in subparagraph (A). transit agency.
line 35 (G)
line 36 (D) The fares or other fees imposed on riders by each transit
line 37 agency and the available routes provided by each transit agency.
line 38 (H)
line 39 (E) The fleet type and size of each transit agency.
line 40 (I)
97
— 8 — SB 1031 41
line 1 (F) The programs and services offered to riders by each transit
line 2 agency, including any subsidies or discounts offered to riders.
line 3 (J)
line 4 (G) The workforce size and type of each agency described in
line 5 subparagraph (A), transit agency, whether there are any applicable
line 6 labor contracts for that workforce, and the socioeconomic makeup
line 7 of that workforce.
line 8 (K)
line 9 (H) The socioeconomic makeup of the riders of each transit
line 10 agency.
line 11 (L) The continuity of travel between public transit systems
line 12 operated by different transit agencies and between different services
line 13 or programs operated by the same transit agency.
line 14 (M) Infrastructure gaps between routes of regional travel.
line 15 (N) Service gaps between routes of travel.
line 16 (O) Existing and planned regional network management efforts,
line 17 including efforts to modify and improve the commission’s regional
line 18 network management authority, and how consolidation would
line 19 relate to, or impact, those efforts.
line 20 (I) The number and rate of transfers between public transit
line 21 services operated by different agencies.
line 22 (J) An analysis of existing transit service gaps compared to
line 23 regional travel patterns and how it relates to transit agencies’
line 24 boundaries.
line 25 (3) The assessment shall analyze the benefits and disbenefits to
line 26 riders, and the administrative, financial, legal, contractual, and
line 27 governance feasibility, of various forms of consolidation among
line 28 transit agencies that are located within the San Francisco Bay
line 29 area.
line 30 (4) The assessment shall consider all of the following:
line 31 (A) The impacts of consolidation on all of the following:
line 32 (i) Wages, work conditions, and pension and retirement benefits
line 33 of workers covered by collective bargaining agreements at relevant
line 34 agencies and contracted services.
line 35 (ii) Operating budgets.
line 36 (iii) Existing costs.
line 37 (iv) Costs associated with implementation.
line 38 (v) Governance.
line 39 (vi) The total number of people employed and employment
line 40 opportunities.
97
SB 1031 — 9 — 42
line 1 (B) Challenges associated with any form of consolidation,
line 2 including consolidation of transit agencies with different service
line 3 modes, rolling stock, and technologies, and with other key
line 4 operational differences across agencies.
line 5 (C) Regulatory and legal barriers to any form of consolidation.
line 6 (D) Existing and planned regional network management efforts,
line 7 including efforts to modify and improve the commission’s regional
line 8 network management authority, and how consolidation would
line 9 relate to, or impact, those efforts.
line 10 (5) If the Transportation Agency selects the University of
line 11 California Institute of Transportation Studies to conduct the
line 12 assessment, the requirement to conduct the assessment shall only
line 13 apply to the University of California to the extent that the Regents
line 14 of the University of California, by appropriate resolution, make
line 15 that requirement applicable.
line 16 (c)
line 17 (d) (1) Based on the findings of the assessment conducted
line 18 pursuant to subdivision (b), (c), the Transportation Agency shall
line 19 recommend a comprehensive plan to consolidate all of the transit
line 20 agencies that are located in the San Francisco Bay area. develop
line 21 a report of recommendations to the Legislature. The Transportation
line 22 Agency shall complete the plan report on or before January 1,
line 23 2027, and, upon completion, shall submit the plan report to the
line 24 Legislature in compliance with Section 9795, and to the
line 25 commission and each of the transit agencies located in the San
line 26 Francisco Bay area. In the plan, report, the Transportation Agency
line 27 shall do all of the following:
line 28 (1) Design the plan in a manner that provides benefits to riders,
line 29 including paratransit riders, and that does all of the following:
line 30 (A) Improves access to routes and services, including across
line 31 city and county boundaries, and improves connections to regional
line 32 and interregional transit service in a manner that competes with
line 33 private automobile travel.
line 34 (B) Maintains affordable fares and reliable, safe, and efficient
line 35 service.
line 36 (C) Improves and simplifies the accountability of the
line 37 transportation system to the public and riders.
line 38 (D) Supports greater efficiency and cost-effectiveness, and
line 39 reduces administrative costs.
97
— 10 — SB 1031 43
line 1 (E) Provides more equitable access to quality, connected transit
line 2 services to communities throughout the region.
line 3 (2) (A) Identify opportunities to consolidate agencies and
line 4 provide specific recommendations for the consolidation or
line 5 elimination of transit agencies and their governing bodies without
line 6 resulting in the elimination of programs and transportation services.
line 7 (B) For the purposes of this paragraph, “consolidation” may
line 8 include reforms to transit agencies that include one or more of the
line 9 following:
line 10 (i) Combining staffs of transit agencies.
line 11 (ii) Replacing multiple governing boards with a unified
line 12 governing board representing a broader jurisdiction.
line 13 (iii) Creating an umbrella structure under which existing transit
line 14 agencies are brought together but still operate as distinct divisions
line 15 with separate governing boards.
line 16 (A) Identify opportunities to consolidate two or more agencies
line 17 and provide specific recommendations for the consolidation or
line 18 elimination of transit agencies and their governing bodies without
line 19 resulting in the elimination of programs and transportation
line 20 services, with consideration for existing and planned regional
line 21 network management efforts or structures.
line 22 (B) Identify steps to maintain and transfer labor agreements
line 23 and bargaining units to maintain employee wages, benefits,
line 24 protections, and working conditions secured by those agreements.
line 25 (C) Identify barriers to the consolidation or elimination of
line 26 transit agencies, including local, state, or federal laws, and
line 27 alternative actions to the consolidation or elimination of those
line 28 agencies.
line 29 (D) Recommend opportunities for securing federal, state, and
line 30 local moneys that can be used to fund consolidation.
line 31 (E) Recommend a strategy for a public education and outreach
line 32 program on any proposed consolidation efforts.
line 33 (3) Recommend
line 34 (2) If the Transportation Agency recommends a new governing
line 35 structure and governing board member qualifications, as
line 36 appropriate, for a new consolidated agency or agencies based
line 37 agencies, the Transportation Agency shall base that
line 38 recommendation on research of effective international models of
line 39 transit delivery excellence, and consideration of recent regional
line 40 and state studies of effective transit governance. In making these
97
SB 1031 — 11 — 44
line 1 recommendations, a recommendation described in this paragraph,
line 2 the Transportation Agency shall do both all of the following:
line 3 (A) Identify any future legislative steps required to implement
line 4 the recommended governing structure.
line 5 (B) Consider other reforms necessary to ensure that commission
line 6 policy is democratically accountable and serves the regional
line 7 welfare.
line 8 (4) Identify and describe any relationship or impacts of the
line 9 recommendations or elements of the plan on existing and planned
line 10 regional network management efforts or structures.
line 11 (5) Identify necessary local, state, or federal laws that may
line 12 impact efforts to implement the consolidation of the transit
line 13 agencies.
line 14 (6) Identify steps, in consultation with impacted stakeholders,
line 15 to maintain and transfer labor agreements and bargaining units to
line 16 maintain employee wages, benefits, protections, and working
line 17 conditions secured by those agreements.
line 18 (7) Identify barriers to consolidating or eliminating transit
line 19 agencies and alternative actions, including memorandums of
line 20 understanding between transit agencies, for the consolidation of
line 21 services.
line 22 (8) Describe the steps necessary for, and the feasibility of,
line 23 interoffice and interagency coordination of programs, services,
line 24 and resources for riders if consolidation is not feasible.
line 25 (9) Recommend opportunities for securing federal, state, and
line 26 local moneys that can be used to fund consolidation.
line 27 (10) Recommend a strategy for a public education and outreach
line 28 program on any proposed consolidation efforts and any proposed
line 29 coordination services and programs.
line 30 (C) Assess any impact that consolidation would have on wages,
line 31 work conditions, and pension and retirement benefits of workers
line 32 covered by collective bargaining agreements at the relevant transit
line 33 agencies, including paratransit and other contracted services.
line 34 (3) The Transportation Agency may contract with a consultant
line 35 to complete the report required pursuant to this subdivision if the
line 36 Transportation Agency does both of the following:
line 37 (A) Establishes a team to advise the consultant that, at minimum,
line 38 includes a transportation institute and a labor institute, if they
line 39 choose to participate, and that may additionally include, as needed,
97
— 12 — SB 1031 45
line 1 individuals with expertise in the legal, governance, financial, and
line 2 operational aspects of public transportation in the state.
line 3 (B) Oversees the consultant consistent with subdivision (b).
line 4 (d)
line 5 (e) (1) The Bay Area Transit Consolidation and Coordination
line 6 Technical Assistance Fund is hereby established in the State
line 7 Treasury for the deposit of moneys that can be used for the
line 8 following purposes:
line 9 (A) Paying for the cost of conducting the assessment pursuant
line 10 to subdivision (b) (c) and preparing the comprehensive plan report
line 11 pursuant to subdivision (c). (d).
line 12 (B) Paying for administrative expenses related to the
line 13 implementation of the consolidation of transit agencies located in
line 14 the San Francisco Bay area, if those consolidations occur.
line 15 (2) Any moneys deposited into the fund, including moneys
line 16 deposited into the fund pursuant to Section 66538.40, shall be
line 17 available to the Transportation Agency, upon appropriation by the
line 18 Legislature, for the purposes described in paragraph (1).
line 19 (3) The Transportation Agency may accept private donations
line 20 to be used for the purposes described in this section. Any donations
line 21 received pursuant to this paragraph shall be deposited into the fund
line 22 established pursuant to paragraph (1).
line 23 SEC. 4. Section 65081 of the Government Code is amended
line 24 to read:
line 25 65081. (a) It is the intent of the Legislature to encourage
line 26 metropolitan planning organizations and local air quality
line 27 management districts or air pollution control districts to work with
line 28 local employers to adopt policies that encourage commuting by
line 29 means other than driving alone. To encourage this, the Legislature
line 30 hereby establishes a program in that regard in the greater San
line 31 Francisco Bay Area.
line 32 (b) Notwithstanding Section 40717.9 of the Health and Safety
line 33 Code, the Bay Area Air Quality Management District and the
line 34 Metropolitan Transportation Commission with respect to the
line 35 common area within their respective jurisdictions may jointly adopt
line 36 a commute benefit ordinance that requires covered employers
line 37 operating within the common area of the district and commission
line 38 to offer all covered employees one of the following choices:
line 39 (1) A pretax option: a program, consistent with Section 132(f)
line 40 of the Internal Revenue Code, allowing covered employees to elect
97
SB 1031 — 13 — 46
line 1 to exclude from taxable wages employee commuting costs incurred
line 2 for transit passes or vanpool charges, up to the maximum amount
line 3 allowed by federal tax law.
line 4 (2) Employer-paid benefit: a program whereby the covered
line 5 employer offers employees a subsidy to offset the monthly cost
line 6 of commuting via public transit or by vanpool, or, in addition, and
line 7 at the employer’s discretion, by bicycle. The subsidy shall be equal
line 8 to either the monthly cost of commuting via public transit or by
line 9 vanpool, or seventy-five dollars ($75), whichever is lower. The
line 10 seventy-five dollar ($75) amount shall be adjusted annually
line 11 consistent with the California Consumer Price Index. If the covered
line 12 employer chooses to offer a subsidy to offset the monthly cost of
line 13 commuting by bicycle, the subsidy shall be either the monthly cost
line 14 of commuting by bicycle or twenty dollars ($20), whichever is
line 15 lower.
line 16 (3) Employer-provided transit: transportation furnished by the
line 17 covered employer at no cost, or low cost as determined by the
line 18 district or commission, to the covered employee in a vanpool or
line 19 bus, or similar multipassenger vehicle operated by or for the
line 20 employer.
line 21 (4) Employer-provided regional transit pass: a program whereby
line 22 the covered employer offers covered employees a subsidy in the
line 23 form of a universal regional transit pass to offset the monthly cost
line 24 of commuting via public transit.
line 25 (c) Nothing in this section shall prevent a covered employer
line 26 from offering a more generous commuter benefit that is otherwise
line 27 consistent with the requirements of the applicable commute benefit
line 28 ordinance. Nothing in this section shall require employees to
line 29 change their behavior.
line 30 (d) An employer offering, or proposing to offer, an alternative
line 31 commuter benefit on the employer’s own initiative, or an employer
line 32 otherwise required to offer an alternative commuter benefit as a
line 33 condition of a lease, original building permit, or other similar
line 34 requirement, if the alternative is not one of the options identified
line 35 in subdivision (b), may seek approval of the alternative from the
line 36 district or commission. The district or commission may approve
line 37 an alternative if it determines that the alternative provides at least
line 38 the same benefit in terms of reducing single-occupant vehicle trips
line 39 as any of the options in subdivision (b). An employer that offers
line 40 an approved alternative to covered employees in a manner
97
— 14 — SB 1031 47
line 1 otherwise consistent with this section is not required to offer one
line 2 of the options in subdivision (b).
line 3 (e) The commute benefit ordinance shall provide covered
line 4 employers with at least six months to comply after the ordinance
line 5 is adopted.
line 6 (f) An employer that participates in or is represented by a
line 7 transportation management association that provides the employer’s
line 8 covered employees with any of the benefits in subdivision (b), or
line 9 an alternative benefit determined by the district or commission
line 10 pursuant to subdivision (d) to provide at least the same benefit in
line 11 terms of reducing single-occupant vehicle trips as any of the
line 12 options in subdivision (b), shall be deemed in compliance with the
line 13 regional ordinance, and the transportation management association
line 14 may act on behalf of those employers in that regard. The district
line 15 or commission shall communicate directly with the transportation
line 16 management association, rather than the participating employers,
line 17 to determine compliance with the ordinance.
line 18 (g) A commute benefit ordinance adopted pursuant to this
line 19 section shall specify all of the following:
line 20 (1) How the implementing agencies will inform covered
line 21 employers about the ordinance.
line 22 (2) How compliance with the ordinance will be demonstrated.
line 23 (3) The procedures for proposing and the criteria that will be
line 24 used to evaluate an alternative commuter benefit pursuant to
line 25 subdivision (d).
line 26 (4) Any consequences for noncompliance.
line 27 (h) Nothing in this section shall limit or restrict the statutory or
line 28 regulatory authority of the commission or district.
line 29 (i) The commission shall not use federal planning funds in the
line 30 implementation of the commute benefit ordinance.
line 31 (j) (1) Notwithstanding subdivisions (b) and (d), the commission
line 32 may may, either directly or through a qualified voter initiative,
line 33 propose a ballot measure in all nine counties of the San Francisco
line 34 Bay area or a subset of those counties as part of a measure
line 35 proposed pursuant to Division 2 (commencing with Section 66538)
line 36 of Title 7.1 and subject to the election procedures set forth in that
line 37 division to update the ordinance adopted pursuant to this section
line 38 to do both of the following:
line 39 (A) Require a covered employer that is located in proximity to
line 40 transit to purchase a regional transit pass for each of its employees
97
SB 1031 — 15 — 48
line 1 that provides universal and unlimited access to transit services
line 2 provided by transit agencies operating in the common area within
line 3 the jurisdiction of the district and the commission.
line 4 (B) Require a covered employer that is not located in proximity
line 5 to transit to provide a subsidy to each of its employees
line 6 corresponding in financial value to the regional transit pass
line 7 described in subparagraph (A) to encourage commuting to work
line 8 by means other than driving alone.
line 9 (2) Consistent with subdivision (b) of Section 66538.20, if the
line 10 update to the ordinance is proposed in a subset of the counties of
line 11 the San Francisco Bay area, the update to the ordinance authorized
line 12 in paragraph (1) shall apply only in those counties in which the
line 13 measure was submitted to the voters.
line 14 (3) Notwithstanding subdivisions (b) and (d), if a ballot measure
line 15 described in paragraph (1) is approved, the commission and the
line 16 district shall update the ordinance adopted pursuant to this section
line 17 to require covered employers to provide covered employees with
line 18 the applicable commuting benefit set forth in subparagraphs (A)
line 19 and (B) of paragraph (1) instead of requiring covered employers
line 20 to offer the choices described in paragraphs (1) to (4), inclusive,
line 21 of subdivision (b).
line 22 (k) As used in this section, the following definitions apply:
line 23 (1) “Covered employer” means any employer for which an
line 24 average of 50 or more employees per week perform work for
line 25 compensation within the area where the ordinance adopted pursuant
line 26 to this section operates. In determining the number of employees
line 27 performing work for an employer during a given week, only
line 28 employees performing work on a full-time basis shall be counted.
line 29 (2) “Covered employee” means an employee who performed
line 30 at least an average of 20 hours of work per week within the
line 31 previous calendar month within the area where the ordinance
line 32 adopted pursuant to this section operates.
line 33 (3) “District” means the Bay Area Air Quality Management
line 34 District.
line 35 (4) “Commission” means the Metropolitan Transportation
line 36 Commission.
line 37 SEC. 5. The heading of Division 1 (commencing with Section
line 38 66500) is added to Title 7.1 of the Government Code, to read:
97
— 16 — SB 1031 49
line 1
line 2 DIVISION 1. METROPOLITAN TRANSPORTATION
line 3 COMMISSION
line 4
line 5 SEC. 5.
line 6 SEC. 6. Section 66516 of the Government Code is amended
line 7 to read:
line 8 66516. (a) (1) The commission shall be responsible for
line 9 implementing a seamless transit rider experience across the region.
line 10 To implement this responsibility, the commission shall adopt, and
line 11 update as necessary, rules and regulations to promote the
line 12 coordination of fares, including fare payment methods and transit
line 13 fare integration, schedules, mapping and wayfinding, real-time
line 14 transit information, and other customer-facing operating policies
line 15 that would benefit from a regional approach for all public transit
line 16 agencies within its jurisdiction.
line 17 (2) It is the intent of the Legislature that the commission’s rules
line 18 and regulations adopted pursuant to paragraph (1) be based on the
line 19 central goal of increasing transit ridership by improving the
line 20 customer experience of riding public transit in the San Francisco
line 21 Bay area and creating a seamless experience across all public
line 22 transit agencies providing service in the commission’s jurisdiction.
line 23 (3) The commission shall require every system to enter into a
line 24 joint fare revenue sharing agreement with connecting systems
line 25 consistent with the commission’s rules and regulations.
line 26 (b) Notwithstanding any other law, each public transit agency
line 27 within the region shall comply with the commission’s rules and
line 28 regulations adopted pursuant to subdivision (a) as a condition of
line 29 receiving any of the following funds:
line 30 (1) Any funds allocated pursuant to Sections 99313 and 99314
line 31 of the Public Utilities Code, consistent with Section 99314.7 of
line 32 the Public Utilities Code.
line 33 (2) Any funds allocated from a local transportation fund
line 34 administered pursuant to Article 3 (commencing with Section
line 35 99230) of Chapter 4 of Part 11 of Division 10 of the Public Utilities
line 36 Code, consistent with subdivision (b) of Section 99270.5 of the
line 37 Public Utilities Code.
line 38 (3) Any funds allocated pursuant to Division 2 (commencing
line 39 with Section 66538).
97
SB 1031 — 17 — 50
line 1 (c) In designating the commission with the responsibility set
line 2 forth in subdivision (a), it is the intent of the Legislature that the
line 3 commission implement and sustain the following outcomes:
line 4 (1) A common fare payment system for public transit agencies
line 5 in the region.
line 6 (2) A universal regional transit pass that is valid on all public
line 7 transit agencies in the region.
line 8 (3) An integrated transit fare structure with common definitions
line 9 for adults, youth, seniors, persons with disabilities, and other
line 10 categories of riders.
line 11 (4) A common fare transfer policy that strives to eliminate any
line 12 extra fare for using more than one transit system on a single
line 13 journey.
line 14 (5) Integrated mapping, signage, and real-time schedule
line 15 information that makes transit in the region easy to navigate and
line 16 convenient for both new and existing riders.
line 17 (6) Transit services in the region that are equitably planned and
line 18 integrally managed as a unified, efficient, and reliable network,
line 19 including interagency transfer policies and coordinating schedules
line 20 at stops or station areas serving more than one public transit
line 21 agency.
line 22 (7) Transit services for older adults, people with disabilities,
line 23 and those with lower incomes that are coordinated efficiently
line 24 throughout the region.
line 25 (8) Resources are invested to provide for the comfort and safety
line 26 of transit riders.
line 27 (9) The transit network in the region uses its existing resources
line 28 more efficiently and secures new, dedicated revenue to meet its
line 29 capital and operating needs.
line 30 (d) Nothing in this section authorizes the commission to do any
line 31 of the following:
line 32 (1) Restrict a public transit agency’s access to funds not
line 33 allocated by the commission.
line 34 (2) Require a public transit agency to implement policies or
line 35 programs that would impede or interfere with its ability to comply
line 36 with any legal obligations in transit labor contracts.
line 37 (3) Restrict the use of a public transit agency’s logo outside the
line 38 scope of the commission’s regional mapping and wayfinding
line 39 standards.
97
— 18 — SB 1031 51
line 1 (4) Require that a public transit agency modify the schedule or
line 2 route of a specific local route that the transit agency and the
line 3 commission do not identify as primarily serving regional transit
line 4 service.
line 5 (e) (1) The commission shall not require a public transit agency
line 6 to be subject to a one-time or ongoing policy, or to make a one-time
line 7 or ongoing expenditure, pursuant to subdivision (a) if the public
line 8 transit agency adopts a finding that the policy or expenditure would
line 9 require the agency to take an action that the agency determines
line 10 to be unacceptable with respect to its impact on transit service,
line 11 staffing, maintenance, or other specified operational or state of
line 12 good repair considerations.
line 13 (2) Before adopting a finding pursuant to this subdivision, a
line 14 public transit agency shall conduct an assessment that takes into
line 15 consideration all funding anticipated to be available to the public
line 16 transit agency in the next fiscal year, including, but not limited to,
line 17 any discretionary funding that the commission identifies to help
line 18 offset the cost of the proposed expenditure or policy, any growth
line 19 in fare revenue anticipated as a result of the expenditure or policy,
line 20 and potential adjustments to fares or fare policies the agency could
line 21 make to increase revenue. The public transit agency shall develop
line 22 the assessment in consultation with staff from the commission and
line 23 shall present it to the commission at a public meeting in advance
line 24 of adopting a finding pursuant to this subdivision.
line 25 (3) At the request of the commission, a public transit agency
line 26 may be required to update its assessment conducted pursuant to
line 27 paragraph (2) and make a subsequent finding in future fiscal years.
line 28 (d)
line 29 (f) It is the intent of the Legislature to enact legislation that
line 30 would strengthen regional network management within the region,
line 31 including the possibility of establishing a body within the
line 32 commission to guide regional network management efforts.
line 33 (e)
line 34 (g) In implementing this section, each public transit agency in
line 35 the region shall fulfill all applicable requirements under Title VI
line 36 of the federal Civil Rights Act of 1964 (Public Law 88-352)
line 37 regarding service and fare changes.
line 38 (f)
line 39 (h) (1) The commission shall submit a report to the Legislature
line 40 on or before January 1, 2026, and each year thereafter, on the status
97
SB 1031 — 19 — 52
line 1 of the outcomes described in subdivision (c) and the status of transit
line 2 ridership in the region. The commission shall submit the annual
line 3 report to the Legislature in compliance with Section 9795.
line 4 (2) The commission shall also post the annual report described
line 5 in paragraph (1) on its internet website.
line 6 (g)
line 7 (i) For purposes of this section, “public transit agency” has the
line 8 same meaning as “STA-eligible operator,” as defined in Section
line 9 99312.2 of the Public Utilities Code.
line 10 SEC. 6. The heading of Division 1 (commencing with Section
line 11 66500) is added to Title 7.1 of the Government Code, to read:
line 12
line 13 DIVISION 1. METROPOLITAN TRANSPORTATION
line 14 COMMISSION
line 15
line 16 SEC. 7. Division 2 (commencing with Section 66538) is added
line 17 to Title 7.1 of the Government Code, to read:
line 18
line 19 DIVISION 2. TAXING AUTHORITY AND
line 20 TRANSPORTATION FUNDING
line 21
line 22 Chapter 1. Definitions
line 23
line 24 66538. For purposes of this division, the following definitions
line 25 apply:
line 26 (a) “Commission” means the Metropolitan Transportation
line 27 Commission created pursuant to Section 66502.
line 28 (b) “Public transit agency” has the same meaning as
line 29 “STA-eligible operator,” as defined in Section 99312.2 of the
line 30 Public Utilities Code.
line 31 (c) “San Francisco Bay area” has the same meaning as “region,”
line 32 as defined in Section 66502.
line 33
line 34 Chapter 2. Special Taxes
line 35
line 36 66538.20. (a) The commission, either directly or through a
line 37 qualified voter initiative, may raise and allocate new revenue
line 38 through all of the following funding mechanisms:
line 39 (1) A retail transactions and use tax, as provided in Section
line 40 66538.22.
97
— 20 — SB 1031 53
line 1 (2) A regional payroll tax, as provided in Section 66538.24.
line 2 (3) A parcel tax, as provided in Section 66538.26.
line 3 (4) A regional vehicle registration surcharge, as provided in
line 4 Section 66538.28.
line 5 (b) Any funding mechanism or combination of funding
line 6 mechanisms authorized pursuant to subdivision (a) that requires
line 7 voter approval pursuant to the California Constitution may be
line 8 placed on the ballot in all or a subset of the nine counties in the
line 9 San Francisco Bay area. A measure placed on the ballot in a subset
line 10 of those nine counties shall apply only in those counties in which
line 11 the measure was submitted to the voters.
line 12 (c) In addition to the procedures set forth in Chapter 4
line 13 (commencing with Section 9300) of Division 9 of the Elections
line 14 Code, if an ordinance containing a tax authorized by this chapter
line 15 is proposed by an initiative petition, the initiative shall require the
line 16 proceeds of the tax to be expended consistent with Chapter 4
line 17 (commencing with Section 66538.40).
line 18 66538.22. (a) The commission may may, either directly or
line 19 through a qualified voter initiative, impose a retail transactions
line 20 and use tax ordinance applicable in the San Francisco Bay area in
line 21 accordance with this division and Part 1.6 (commencing with
line 22 Section 7251) of Division 2 of the Revenue and Taxation Code.
line 23 (b) The commission, in the ordinance, shall state the nature of
line 24 the tax to be imposed, shall provide the tax rate or the maximum
line 25 tax rate, shall specify the period during which the tax will be
line 26 imposed, and shall specify the purposes for which the revenue
line 27 derived from the tax will be used. The tax rate shall be in 1⁄4 percent
line 28 increments.
line 29 (c) Notwithstanding Section 7251.1 of the Revenue and Taxation
line 30 Code, the tax rate authorized pursuant to this section shall not be
line 31 considered for purposes of the combined rate limit established by
line 32 Section 7251.1 of the Revenue and Taxation Code.
line 33 (d) Any transactions and use tax ordinance adopted pursuant to
line 34 this chapter shall be operative on the first day of the first calendar
line 35 quarter commencing more than 110 days after adoption of the
line 36 ordinance.
line 37 (e) Before the operative date of the ordinance, the commission
line 38 shall contract with the California Department of Tax and Fee
line 39 Administration to perform all functions incidental to the
line 40 administration and operation of the ordinance.
97
SB 1031 — 21 — 54
line 1 66538.24. (a) The commission may, either directly or through
line 2 a qualified voter initiative, by ordinance, impose a tax on every
line 3 employer in the San Francisco Bay area, except an employer
line 4 defined by Section 676, 684, or 685 of the Unemployment
line 5 Insurance Code, at a percentage, as determined by the commission,
line 6 of wages paid to an individual.
line 7 (b) If the commission acts pursuant to the authorization in
line 8 subdivision (a), the commission shall contract with the
line 9 Employment Development Department to perform all functions
line 10 incidental to the administration and operation of the tax.
line 11 (c) The tax shall be collected in the same manner and at the
line 12 same time as any contributions required under Sections 977 and
line 13 977.5 of the Unemployment Insurance Code, except as provided
line 14 in this section.
line 15 66538.26. (a) Subject to Section 4 of Article XIII A of the
line 16 California Constitution, the commission may may, either directly
line 17 or through a qualified voter initiative, impose, by ordinance, a
line 18 parcel tax within the San Francisco Bay area pursuant to the
line 19 procedures established in Article 3.5 (commencing with Section
line 20 50075) of Chapter 1 of Part 1 of Division 1 of Title 5, Chapter 3
line 21 (commencing with Section 66538.30), and any other applicable
line 22 procedures provided by law.
line 23 (b) For purposes of this section, “parcel tax” means a special
line 24 tax imposed upon a parcel of real property at a rate that is
line 25 determined without regard to that property’s value.
line 26 (c) The commission shall provide notice of any parcel tax
line 27 imposed pursuant to this section in the manner specified in Section
line 28 54930.
line 29 (d) The parcel tax shall be collected in the same manner as
line 30 ordinary ad valorem property taxes are collected and shall be
line 31 subject to the same penalties and the same procedure, sale, and
line 32 lien priority in case of delinquency as is provided for ad valorem
line 33 taxes.
line 34 (e) A parcel tax levied pursuant to this section shall be
line 35 administered in the following manner:
line 36 (1) Taxes collected shall be deposited into a separate fund, which
line 37 shall be established in the treasury of each county and used only
line 38 as prescribed by this division.
97
— 22 — SB 1031 55
line 1 (2) The county shall transfer moneys from the fund to the
line 2 commission periodically as promptly as feasible. The transmittals
line 3 shall be made at least twice in each calendar quarter.
line 4 (3) The county may deduct incremental costs associated with
line 5 administering any taxes approved pursuant to this section from
line 6 the portion transferred to the commission pursuant to paragraph
line 7 (2).
line 8 66538.28. (a) The commission may, either directly or through
line 9 a qualified voter initiative, by ordinance, impose a regional vehicle
line 10 registration surcharge on each motor vehicle registered within the
line 11 San Francisco Bay area. The commission shall not propose a
line 12 measure to the electors to approve a surcharge pursuant to this
line 13 section before January 1, 2030.
line 14 (b) The commission may determine the rate of the regional
line 15 vehicle registration surcharge subject to all of the following
line 16 requirements:
line 17 (1) The surcharge shall be paid on an annual basis and shall be
line 18 collected by the Department of Motor Vehicles at the same time
line 19 and same manner as the vehicle registration pursuant to Section
line 20 9250.3 9250 of the Vehicle Code.
line 21 (2) The amount of the surcharge shall be based on the market
line 22 value of the vehicle, as determined by the Department of Motor
line 23 Vehicles pursuant to Sections 10753, 10753.2, and 10753.5 of the
line 24 Revenue and Taxation Code, using the same vehicle ranges set
line 25 forth in the schedule established pursuant to Section 11052 of the
line 26 Revenue and Taxation Code.
line 27 (3) The surcharge amount applicable to each vehicle range in
line 28 the schedule described in paragraph (2) shall be set in amounts
line 29 that increase based on the increasing value of each vehicle range.
line 30 (4) Beginning one year after an ordinance imposing a surcharge
line 31 is approved by the voters, the amount of the surcharge in each
line 32 vehicle market range shall be adjusted in an amount equal to the
line 33 increase in the California Consumer Price Index for the prior year,
line 34 as calculated by the Department of Finance, with amounts equal
line 35 to or greater than fifty cents ($0.50) rounded to the highest whole
line 36 dollar. The incremental change shall be added to the associated
line 37 fee rate for that year.
line 38 (c) If an ordinance imposing a regional vehicle registration
line 39 surcharge is approved by the voters pursuant to Chapter 3
line 40 (commencing with Section 66538.30), the surcharge shall apply
97
SB 1031 — 23 — 56
line 1 to the original vehicle registration occurring on or after six months
line 2 following the adoption of the ordinance by the voters and to a
line 3 renewal of registration with an expiration date on or after that
line 4 six-month period.
line 5
line 6 Chapter 3. Election Procedures
line 7
line 8 66538.30. (a) If the commission, either directly or through
line 9 qualified voter initiative, proposes a measure pursuant to Chapter
line 10 2 (commencing with Section 66538.20) that requires voter approval
line 11 pursuant to the California Constitution, the board of supervisors
line 12 of the county or counties in which the commission has determined
line 13 to place the measure on the ballot shall call a special election on
line 14 the measure. The special election shall be held no sooner than
line 15 November 2026 and shall be consolidated with the next regularly
line 16 scheduled statewide election. The measure shall be submitted to
line 17 the voters in the appropriate counties, consistent with the
line 18 requirements of Articles XIII A, XIII C, and XIII, or Article XVI,
line 19 of the California Constitution, as applicable.
line 20 (b) For the purpose of placement of a measure on the ballot, the
line 21 commission is a district, as defined in Section 317 of the Elections
line 22 Code. Except as otherwise provided in this section, a measure
line 23 proposed by the commission that requires voter approval shall be
line 24 submitted to the voters of the counties, as determined by the
line 25 commission, in accordance with the provisions of the Elections
line 26 Code applicable to districts, including Chapter 4 (commencing
line 27 with Section 9300) of Division 9 of the Elections Code.
line 28 (c) Notwithstanding any provision of the Elections Code, the
line 29 legal counsel for the commission shall prepare an impartial analysis
line 30 of the measure. Each county included in the measure shall use the
line 31 election materials provided by the commission, including the exact
line 32 ballot question, impartial analysis, and full text of the ballot
line 33 measure for inclusion in the county voter information guide.
line 34 (d) If two or more counties included in the measure are required
line 35 to prepare a translation of ballot materials into the same language
line 36 other than English, the county that contains the largest population,
line 37 as determined by the most recent federal decennial census, among
line 38 those counties that are required to prepare a translation of ballot
line 39 materials into the same language other than English shall prepare
line 40 the translation, or authorize the commission to prepare the
97
— 24 — SB 1031 57
line 1 translation, and that translation shall be used by the other county
line 2 or counties, as applicable.
line 3 (e) Notwithstanding Section 13116 of the Elections Code, the
line 4 elections officials of the counties where the measure will appear
line 5 on the ballot shall mutually agree to use the same letter designation
line 6 for the measure.
line 7 (f) The county clerk of each county shall report the results of
line 8 the special election to the commission. If the approval threshold
line 9 required by the California Constitution at the time of the election
line 10 is achieved, the measure shall take effect in the counties in which
line 11 the measure appeared on the ballot within the timeframe specified
line 12 in the measure.
line 13 (g) (1) Notwithstanding Section 10520 of the Elections Code,
line 14 for any election at which the commission, either directly or through
line 15 qualified voter initiative, proposes a measure pursuant to
line 16 subdivision (a) of Section 66538.20 that would generate revenues,
line 17 the commission shall reimburse each county in which that measure
line 18 appears on the ballot only for the incremental costs incurred by
line 19 the county elections official related to submitting the measure to
line 20 the voters with proceeds from the measure, or if the measure fails,
line 21 with any eligible funds provided by the commission or other public
line 22 or private entity.
line 23 (2) For purposes of this subdivision, “incremental costs”
line 24 includes both of the following:
line 25 (A) The cost to prepare a translation of ballot materials into a
line 26 language other than English by any county, as described in
line 27 subdivision (d).
line 28 (B) The additional costs that exceed the costs incurred for other
line 29 election races or ballot measures, if any, appearing on the same
line 30 ballot in each county in which the measure appears on the ballot,
line 31 including both of the following:
line 32 (i) The printing and mailing of ballot materials.
line 33 (ii) The canvass of the vote regarding the measure pursuant to
line 34 Division 15 (commencing with Section 15000) of the Elections
line 35 Code.
line 36 (h) If the voters approve new revenues pursuant to this section,
line 37 the commission shall establish an independent oversight committee
line 38 within six months of the effective date of the tax increase to ensure
line 39 that any revenues generated pursuant to this section are expended
line 40 consistent with the applicable requirements set forth in Chapter 4
97
SB 1031 — 25 — 58
line 1 (commencing with Section 66538.40). The committee may be
line 2 consolidated with the oversight committee established pursuant
line 3 to subdivision (h) of section Section 30923 of the Streets and
line 4 Highways Code. Each representative shall be appointed by the
line 5 applicable county board of supervisors. The oversight committee
line 6 may request any documents from the commission to assist the
line 7 committee in performing its functions.
line 8
line 9 Chapter 4. Expenditures
line 10
line 11 66538.40. (a) Except as provided in subdivision (c), revenues
line 12 generated pursuant to Chapter 2 (commencing with Section
line 13 66538.20) shall only be used to fund any of the following
line 14 transportation improvements in the San Francisco Bay area:
line 15 (1) Investments that support transit transformation, including
line 16 all of the following:
line 17 (A) Sustaining, expanding, and improving transit service for
line 18 current and future transit riders.
line 19 (B) Accelerating customer-focused initiatives outlined in the
line 20 2020 Bay Area Transit Transformation Action Plan or successor
line 21 plan adopted by the commission.
line 22 (C) Transit service improvements that San Francisco Bay area
line 23 transit riders or residents identify as high-priority, including safety,
line 24 cleanliness, and first-mile and last-mile connectivity.
line 25 (D) Zero-emission transit vehicles and infrastructure.
line 26 (2) Investments that support safe streets, including investments
line 27 to transform local roads to support safety, equity, and climate
line 28 goals, including through bicycle and pedestrian infrastructure
line 29 investments, safe routes to transit, other safety enhancements, and
line 30 pothole repair.
line 31 (3) Investments that support connectivity, including mobility
line 32 improvements that close gaps and relieve bottlenecks in the
line 33 transportation network in a climate-neutral manner.
line 34 (4) Investments that support climate resilience, including
line 35 planning, design, and construction activities that protect
line 36 transportation infrastructure and nearby communities from rising
line 37 sea levels, flooding, wildfires, and extreme heat.
line 38 (b) (1) The commission shall annually allocate a minimum of
line 39 seven hundred fifty million dollars ($750,000,000) of the revenues
line 40 generated pursuant to Chapter 2 (commencing with Section
97
— 26 — SB 1031 59
line 1 66538.20) to fund investments consistent with the purposes set
line 2 forth in subparagraphs (A) to (C), inclusive, of paragraph (1) of
line 3 subdivision (a), including, without limitation, for payment of all
line 4 indebtedness incurred and bonds issued pursuant to Chapter 5
line 5 (commencing with Section 66538.50), and the related costs set
line 6 forth in that chapter.
line 7 (2) Notwithstanding any other law, the allocation made pursuant
line 8 to paragraph (1) shall not impair, limit, or otherwise affect payment
line 9 of any indebtedness incurred or bonds issued pursuant to Chapter
line 10 5 (commencing with Section 66538.50), and the related costs set
line 11 forth in that chapter.
line 12 (c) Notwithstanding subdivision (a), the commission may
line 13 allocate revenues generated pursuant to Chapter 2 (commencing
line 14 with Section 66538.20) to the Transportation Agency for deposit
line 15 into the Bay Area Transit Consolidation Technical Assistance
line 16 Fund. The revenues allocated pursuant to this subdivision shall be
line 17 used for the purposes specified in subdivision (d) of Section
line 18 13978.9.
line 19 (d) It is the intent of the Legislature to enact legislation that
line 20 would clarify roadway eligibility criteria for revenues generated
line 21 pursuant to Chapter 2 (commencing with Section 66538.20),
line 22 including potential criteria around roadway capacity increases.
line 23 (e) It is the intent of the Legislature that the commission
line 24 prioritize the following focus areas when distributing revenues
line 25 generated pursuant to Chapter 2 (commencing with Section
line 26 66538.20):
line 27 (1) Fund the operations of public transit agencies, including
line 28 through providing resources to address operating shortfalls and
line 29 ensuring existing resources are maintained and used effectively.
line 30 In implementing this paragraph, the commission should prioritize
line 31 the following:
line 32 (A) Maintaining transit service for riders who rely on transit as
line 33 their primary mode of transportation.
line 34 (B) Prioritizing sustaining services used by the greatest number
line 35 of transit riders.
line 36 (2) Enhance frequency of transit service and areas served where
line 37 needed and financially sustainable.
line 38 (3) Create a seamless and convenient San Francisco Bay area
line 39 transit system that attracts far more riders than the number of riders
line 40 that used that system before January 1, 2025, by improving public
97
SB 1031 — 27 — 60
line 1 safety on transit and implementing the 2020 Bay Area Transit
line 2 Transformation Action Plan.
line 3 (4) Make it safer and easier for people of all ages and abilities
line 4 to get to where they need to go by preserving and enhancing access
line 5 for all transportation system road users, including people walking,
line 6 biking, and wheeling.
line 7 (f) (1) A public transit agency shall maintain its existing
line 8 commitment of local funds to transit operations in order to be
line 9 eligible for an allocation of funds approved by the voters pursuant
line 10 to Chapter 3 (commencing with Section 66538.30). In order to be
line 11 eligible for funding pursuant to this section, a public transit agency
line 12 shall verify to the commission that it shall not supplant any sources
line 13 of its operating revenue used for transit operations as reported to
line 14 the Controller in the most recent fiscal year pursuant to Section
line 15 99243 of the Public Utilities Code before the election approving
line 16 the revenues imposed pursuant to Chapter 2 (commencing with
line 17 Section 66538.20).
line 18 (2) Notwithstanding paragraph (1), a transit agency may reduce
line 19 the amount of funding contributed towards their operating budget
line 20 in proportion to any reduction in operating costs.
line 21 (g) In addition to the requirement set forth in subdivision (f),
line 22 in order to be eligible for an allocation of funds approved by the
line 23 voters pursuant to Chapter 3 (commencing with Section 66538.30),
line 24 a public transit agency shall be in compliance with the
line 25 commission’s rules and regulations adopted pursuant to Section
line 26 66516.
line 27 (h) The commission may retain, for its cost in administering
line 28 this chapter, an amount not to exceed 1 percent of the revenues
line 29 allocated by the commission.
line 30 (i) It is the intent of the Legislature to enact legislation that
line 31 would require the commission to consider need and geographic
line 32 balance in distributing regional transportation revenues.
line 33 66538.40. (a) Revenues generated pursuant to Chapter 2
line 34 (commencing with Section 66538.20) shall only be used to fund
line 35 transportation improvements in the San Francisco Bay area,
line 36 consistent with subdivision (c).
line 37 (b) (1) Revenue measure expenditures shall reflect an equitable
line 38 allocation of revenues throughout the counties that participated
line 39 in the election approving the tax measure with not less than 70
line 40 percent of the revenues generated in each county being invested
97
— 28 — SB 1031 61
line 1 in projects and programs that benefit that county, including transit
line 2 operations funding for transit agencies that serves riders of that
line 3 county, over each five-year period that the tax is operative.
line 4 (2) The commission shall prepare and adopt a calculation at
line 5 least once every two years to ensure the allocation of funds
line 6 pursuant to this chapter complies with paragraph (1).
line 7 (c) The commission shall annually allocate revenues generated
line 8 pursuant to Chapter 2 (commencing with Section 66538.20) in a
line 9 manner that achieves the following shares and that is consistent
line 10 with the following requirements:
line 11 (1) Forty-five percent for investments that support transit
line 12 transformation, as follows:
line 13 (A) For purposes of this chapter, transit transformation
line 14 investments shall include all of the following:
line 15 (i) Sustaining, expanding, and improving transit service for
line 16 current and future transit riders.
line 17 (ii) Accelerating customer-focused initiatives outlined in the
line 18 2021 Bay Area Transit Transformation Action Plan or any
line 19 successor plan adopted by the commission.
line 20 (iii) Developing and implementing customer-focused
line 21 improvements, including, but not limited to, safety and cleanliness
line 22 enhancements.
line 23 (iv) Zero-emission transit vehicles and infrastructure.
line 24 (B) The commission shall prioritize the following in allocating
line 25 funds that support transit transformation:
line 26 (i) For the first five-year period of the tax, assisting transit
line 27 operators in preventing service cuts.
line 28 (ii) After the end of the period described in clause (i), sustaining,
line 29 expanding, and improving transit service for current and future
line 30 transit riders, including through implementing the 2021 Bay Area
line 31 Transit Transformation Action Plan and any successor plan
line 32 adopted by the commission.
line 33 (C) The commission shall allocate no less than 40 percent of
line 34 the total revenues required to be allocated pursuant to this
line 35 paragraph to public transit agencies for investments that support
line 36 transit transformation in accordance with the following:
line 37 (i) The commission shall allocate the revenues made available
line 38 pursuant to this subparagraph by county based on the share of the
line 39 revenue generated in each county.
97
SB 1031 — 29 — 62
line 1 (ii) A public transit agency shall be eligible to request an
line 2 apportionment from the allocation for each county pursuant to
line 3 clause (i) in which it provides service.
line 4 (iii) The commission shall determine the amount to be
line 5 apportioned to each public transit agency that requests an
line 6 apportionment consistent with subparagraph (E) and shall update
line 7 that apportionment at least once every two years.
line 8 (D) After allocating funds pursuant to subparagraph (C), the
line 9 commission shall use any remaining funds available under this
line 10 paragraph for investments that support transit transformation.
line 11 (E) In allocating funds pursuant to subparagraphs (C) and (D),
line 12 the commission shall ensure that all of the following conditions
line 13 are met:
line 14 (i) Not less than twenty-five million dollars ($25,000,000)
line 15 annually shall be apportioned to each public transit agency that
line 16 meets either of the following ridership thresholds:
line 17 (I) The public transit agency provides more than 5,000,000
line 18 unlinked passenger trips per year.
line 19 (II) The public transit agency carries riders more than
line 20 25,000,000 passenger miles per year.
line 21 (ii) Not less than ten million dollars ($10,000,000) annually
line 22 shall be apportioned to small public transit agencies in counties
line 23 where those small public transit agencies provide a combined
line 24 3,000,000 or greater unlinked passenger trips per year.
line 25 (iii) Not less than five million dollars ($5,000,000) annually
line 26 shall be apportioned to small public transit agencies in each county
line 27 with small public transit agencies providing less than 3,000,000
line 28 unlinked passenger trips per year.
line 29 (iv) The amounts specified in clauses (i) to (iii), inclusive, shall
line 30 be adjusted at least once every five years in proportion to the rate
line 31 of increase in revenues during the years preceding the adjustment.
line 32 (v) For the purposes of this subparagraph, “small public transit
line 33 agency” means a public transit agency that does not meet the
line 34 service threshold described in clause (i).
line 35 (2) Not less than 25 percent for investments that support safe
line 36 streets, as follows:
line 37 (A) Eligible investments shall include projects to transform
line 38 local streets and roads to support safety, social equity, and climate
line 39 goals, including, but not limited to, any of the following projects:
97
— 30 — SB 1031 63
line 1 (i) Enhancements to pedestrian safety on sidewalks, crosswalks,
line 2 and midblock segments with an emphasis on improvements near
line 3 community facilities such as schools, business districts, and
line 4 shopping areas.
line 5 (ii) Modifications to intersections, including adjustments to
line 6 signal timing, designed to slow vehicle speeds and reduce conflicts
line 7 between vehicles and vulnerable road users.
line 8 (iii) Safety and accessibility improvements to transit stops,
line 9 including the cost of relocating them.
line 10 (iv) Street surface repair and raised roadway treatments to
line 11 reduce vehicle speeds.
line 12 (v) Improvements to drainage and stormwater infrastructure.
line 13 (B) Of the funds described in this paragraph, the commission
line 14 shall allocate all of the revenues generated in each county to the
line 15 applicable county transportation authority established pursuant
line 16 to Division 12.5 (commencing with Section 131000) of the Public
line 17 Utilities Code for expenditure consistent with subparagraph (A).
line 18 If a county transportation authority has not been established in a
line 19 county, the commission shall instead allocate the revenues to the
line 20 congestion management agency for that county.
line 21 (3) Not less than 15 percent for investments that support
line 22 connectivity, as follows:
line 23 (A) Eligible investments shall include highway, transit, and rail
line 24 mobility projects that close gaps and relieve bottlenecks in the
line 25 existing transportation network in a climate-neutral manner,
line 26 resilience improvements that protect transportation infrastructure
line 27 from climate-fueled natural hazards, and transportation safety
line 28 improvements, including, but not limited to, grade separations.
line 29 (B) The commission shall ensure revenues generated in each
line 30 county shall be invested over a ____ year period in projects and
line 31 programs that benefit that county.
line 32 (C) A capital project funded pursuant to this paragraph shall
line 33 be included in, or determined by the commission to be consistent
line 34 with, a sustainable communities strategy adopted pursuant to
line 35 Section 65080.
line 36 (4) Up to 15 percent for investments eligible under paragraph
line 37 (1), (2), or (3). These funds shall be used to do any of the following:
line 38 (A) Ensure the minimum county benefit threshold described in
line 39 subdivision (b) is met or exceeded.
97
SB 1031 — 31 — 64
line 1 (B) Assist public transit agencies in preventing service cuts and
line 2 increasing transit ridership, including, but not limited to, by
line 3 funding implementation of the 2021 Bay Area Transit
line 4 Transformation Action Plan and any successor plan adopted by
line 5 the commission.
line 6 (C) Invest in other regional priorities.
line 7 (d) Notwithstanding subdivision (c), the commission may retain,
line 8 for its cost in administering this chapter, an amount not to exceed
line 9 1 percent of the revenues available after paying the administrative
line 10 costs associated with the collection of the revenues incurred by
line 11 state agencies or local jurisdictions.
line 12 (e) (1) (A) In order to be eligible for funding pursuant to this
line 13 section, a public transit agency shall verify to the commission that
line 14 it will maintain its expected level of funding for operations and
line 15 shall not supplant any sources of operating revenue under its
line 16 control or fund sources allocated by the commission that were
line 17 used for transit operations in the preceding three fiscal years.
line 18 (B) The expected level of funding for purposes of this
line 19 subparagraph, which shall be referred to as the maintenance of
line 20 effort, shall be calculated using the public transit agency’s average
line 21 discretionary operating expenditures for the preceding three fiscal
line 22 years, two years in arrears as reported to the Controller in its
line 23 annual report submitted pursuant to Section 99243 of the Public
line 24 Utilities Code.
line 25 (2) Notwithstanding paragraph (1), a transit agency may reduce
line 26 the amount of funding contributed towards its operating budget
line 27 in proportion to any reduction in operating costs or reduction in
line 28 operating revenue based on factors outside the control of the transit
line 29 agency, including, but not limited to, the expiration of a
line 30 voter-approved revenue source or the determination based on a
line 31 statistically valid poll that an expiring ballot measure lacks
line 32 sufficient support to warrant placement on the ballot.
line 33 (3) A transit agency may request that the commission grant an
line 34 exception to the requirements of this subdivision for the purpose
line 35 of transferring operating funds to state of good repair needs for
line 36 assets owned and operated by the transit agency or to cover the
line 37 cost of compliance with a state or federal law or regulation.
line 38 (f) In addition to the requirement set forth in subdivision (e), in
line 39 order to be eligible for an allocation of funds approved by the
line 40 voters pursuant to Chapter 3 (commencing with Section 66538.30),
97
— 32 — SB 1031 65
line 1 a public transit agency shall be in compliance with the
line 2 commission’s rules and regulations adopted pursuant to Section
line 3 66516.
line 4
line 5 Chapter 5. Bonds
line 6
line 7 66538.50. The commission may incur indebtedness and issue
line 8 bonds and other securities as follows:
line 9 (a) The commission may incur indebtedness and issue securities
line 10 of any kind or class, and may renew the same, if that indebtedness,
line 11 howsoever evidenced, is payable solely from revenues of the
line 12 commission as specified in the indenture, trust agreement, note,
line 13 bond, lease, loan agreement, or other agreement or evidence of
line 14 indebtedness relating to those securities.
line 15 (b) (1) The commission may from time to time issue its
line 16 negotiable bonds, notes, warrants, debentures, or other securities,
line 17 hereinafter collectively called “bonds” for purposes of this section,
line 18 for any purpose specified in this division.
line 19 (2) In anticipation of the sale of the bonds as authorized by this
line 20 chapter, the commission may issue negotiable bond anticipation
line 21 notes and may renew the same from time to time. These bond
line 22 anticipation notes may be paid from the proceeds of sale of the
line 23 bonds of the commission in anticipation of which they were issued.
line 24 Bonds, notes, and other agreements relating to those bonds or
line 25 notes, hereinafter collectively called “bond anticipation notes” for
line 26 purposes of this section, and the resolution or resolutions
line 27 authorizing the same may contain any provisions, conditions, or
line 28 limitations that a bond, agreement relating to that bond, or bond
line 29 resolution of the commission may contain, except that the bond
line 30 anticipation note shall mature at a time not exceeding three years
line 31 from the date of issue or any renewal.
line 32 (c) At any time that the commission desires to issue bonds or
line 33 bond anticipation notes, it shall adopt a resolution by two-thirds
line 34 vote of all members of the commission specifying all of the
line 35 following:
line 36 (1) The purposes for which the bonds or bond anticipation notes
line 37 are to be issued, which may include all costs and estimated costs
line 38 incidental to, or connected with, the accomplishment of those
line 39 purposes, including, without limitation, engineering, inspection,
line 40 legal, fiscal agents, financial consultant and other fees, bond and
97
SB 1031 — 33 — 66
line 1 other reserve funds, credit or liquidity enhancement costs, working
line 2 capital, bond interest estimated to accrue during any construction
line 3 period and for a period not to exceed the lesser of 10 years
line 4 thereafter or the maturity date of the bonds or bond anticipation
line 5 notes, and expenses of all proceedings for the authorization,
line 6 issuance, and sale of the bonds or bond anticipation notes.
line 7 (2) The maximum principal amount of the bonds or bond
line 8 anticipation notes.
line 9 (3) The maximum term for the bonds or bond anticipation notes.
line 10 (4) The maximum rate of interest to be payable upon the bonds
line 11 or bond anticipation notes. That interest rate shall not exceed the
line 12 maximum rate specified in Section 53531. The rate may be either
line 13 fixed or variable and shall be payable at the times and in the
line 14 manner specified in the resolution.
line 15 (d) The pledge of any taxes authorized under this division to
line 16 the bonds or bond anticipation notes authorized under this chapter
line 17 shall have priority over the use of any of those taxes for all other
line 18 purposes, except to the extent that priority is expressly restricted
line 19 in the resolution authorizing the issuance of the bonds or bond
line 20 anticipation notes.
line 21 (e) The bonds or bond anticipation notes may be sold as the
line 22 commission determines by resolution, and the bonds or bond
line 23 anticipation notes may be sold at a price above or below par,
line 24 whether by negotiated or public sale.
line 25 (f) (1) Refunding bonds or bond anticipation notes may be
line 26 issued in a principal amount sufficient to pay all, or any part, of
line 27 any of the following:
line 28 (A) The principal of the outstanding bonds or bond anticipation
line 29 notes.
line 30 (B) The premiums, if any, due upon call and redemption of
line 31 those bonds or bond anticipation notes before maturity.
line 32 (C) All expenses of the refunding, including any costs related
line 33 to credit or liquidity support, reserves, swaps, or similar
line 34 agreements.
line 35 (D) Interest on the refunding bonds or bond anticipation notes
line 36 from the date of sale of the refunding bonds or bond anticipation
line 37 notes to the date of payment of the bonds or bond anticipation
line 38 notes to be refunded out of the proceeds of the sale of the refunding
line 39 bonds or bond anticipation notes or to the date upon which the
line 40 bonds or bond anticipation notes to be refunded will be paid
97
— 34 — SB 1031 67
line 1 pursuant to call or agreement with the holders of the bonds or bond
line 2 anticipation notes.
line 3 (E) The interest upon the bonds or bond anticipation notes to
line 4 be refunded from the date of sale of the refunding bonds or bond
line 5 anticipation notes to the date of payment of the bonds or bond
line 6 anticipation notes to be refunded or to the date upon which the
line 7 bonds or bond anticipation notes to be refunded will be paid
line 8 pursuant to call or agreement with the holder of the bonds or bond
line 9 anticipation notes, and all other costs incident to that refunding.
line 10 (2) The provisions of this chapter for the issuance and sale of
line 11 bonds or bond anticipation notes apply to the issuance and sale of
line 12 refunding bonds or refunding bond anticipation notes.
line 13 (g) (1) Any bonds or bond anticipation notes issued pursuant
line 14 to this chapter are a legal investment for all of the following:
line 15 (A) All trust funds.
line 16 (B) The funds of insurance companies, commercial and savings
line 17 banks, and trust companies.
line 18 (C) State school funds.
line 19 (2) Whenever any money or funds may, by any law in existence
line 20 as of January 1, 2025, or later enacted, be invested in bonds of
line 21 cities, counties, school districts, or other districts within the state,
line 22 those funds may be invested in the bonds issued pursuant to this
line 23 chapter, and whenever bonds of cities, counties, school districts,
line 24 or other districts within this state may, by any law in existence as
line 25 of January 1, 2025, or later enacted, be used as security for the
line 26 performance of any act or the deposit of any public money, the
line 27 bonds issued pursuant to this chapter may be so used.
line 28 (3) The provisions of this division are in addition to all other
line 29 laws relating to legal investments and shall be controlling as the
line 30 latest expression of the Legislature with respect to laws relating
line 31 to legal investments.
line 32
line 33 Chapter 6. Miscellaneous
line 34
line 35 66538.60. Any action or proceeding to contest, question, or
line 36 deny the validity of a tax provided for in this division, the financing
line 37 of the programs and projects contemplated by this division, the
line 38 issuance of any bonds secured by those taxes, or any of the related
line 39 proceedings, shall be commenced within 60 days from the date of
line 40 the election at which the tax is approved. After that date, the
97
SB 1031 — 35 — 68
line 1 financing of the program, the issuance of the bonds, and all related
line 2 proceedings, including the collection of the taxes, shall be held
line 3 valid and incontestable in every respect.
line 4 66538.62. The commission may in its own name to do all acts
line 5 necessary or convenient for the exercise of its powers under this
line 6 division and the financing of the programs, projects and purposes
line 7 identified in this division, including, but not limited to, all of the
line 8 following:
line 9 (a) To make and enter into contracts.
line 10 (b) To employ agents or employees.
line 11 (c) To acquire, construct, manage, maintain, lease, or operate
line 12 any public facility or improvements.
line 13 (d) To sue and be sued in its own name.
line 14 (e) To apply for, accept, receive, and disburse grants, loans, and
line 15 other assistance from any agency of the United States of America
line 16 or of the State of California.
line 17 (f) To invest any money not required for the immediate
line 18 necessities of the commission, as the commission determines is
line 19 advisable.
line 20 (g) To prepare and include any necessary or helpful bond
line 21 authorizations in connection with a ballot measure or other
line 22 proceeding authorized under this division.
line 23 (h) To apply for letters of credit or other forms of financial
line 24 guarantees in order to secure the repayment of bonds and to enter
line 25 into agreements in connection with those letters of credit or
line 26 financial guarantees.
line 27 SEC. 8. Section 99270.5 of the Public Utilities Code is
line 28 amended to read:
line 29 99270.5. (a) In determining whether there is compliance with
line 30 Section 99268.1, 99268.2, 99268.3, 99268.4, 99268.5, or 99268.9,
line 31 as the case may be, by operators serving the area of the San
line 32 Francisco Bay Area Rapid Transit District, excluding the City and
line 33 County of San Francisco, the Metropolitan Transportation
line 34 Commission may make that determination for all or some of the
line 35 operators as a group, if the Metropolitan Transportation
line 36 Commission finds that the public transportation services of the
line 37 operators grouped are coordinated.
line 38 (b) Commencing with claims for the 2025–26 fiscal year, an
line 39 operator providing service within the area under the jurisdiction
line 40 of the Metropolitan Transportation Commission shall not be
97
— 36 — SB 1031 69
line 1 eligible to make a claim pursuant to Section 99260 unless the
line 2 operator is in compliance with the commission’s rules and
line 3 regulations adopted pursuant to Section 66516 of the Government
line 4 Code.
line 5 SEC. 9. Section 976.9 is added to the Unemployment Insurance
line 6 Code, to read:
line 7 976.9. (a) (1) The department, if contracted with the
line 8 commission, shall administer and collect the tax imposed pursuant
line 9 to Section 66538.24 of the Government Code.
line 10 (2) The department shall administer and collect the tax in the
line 11 manner set forth in Section 66538.24 of the Government Code.
line 12 (b) The department may use proceeds from the tax collected
line 13 pursuant to Section 66538.24 of the Government Code to offset
line 14 the costs of all functions incidental to the administration and
line 15 operation of the contributions.
line 16 (c) After deducting all costs described in subdivision (b), the
line 17 department shall distribute the net revenues to the commission for
line 18 expenditure pursuant to Chapter 4 (commencing with Section
line 19 66538.40) of Division 2 of Title 7.1 of the Government Code.
line 20 (d) For purposes of this section, “commission” means the
line 21 Metropolitan Transportation Commission created pursuant to
line 22 Section 66502 of the Government Code.
line 23 SEC. 10. Section 9250.3 is added to the Vehicle Code, to read:
line 24 9250.3. (a) The department, if contracted with the commission,
line 25 shall collect the regional vehicle registration surcharge imposed
line 26 pursuant to Section 66538.28 of the Government Code upon the
line 27 registration or renewal of registration of a motor vehicle registered
line 28 in the county, except those vehicles that are expressly exempted
line 29 under this code from the payment of registration fees.
line 30 (b) After deducting all costs incurred pursuant to this section,
line 31 the department shall distribute the net revenues to the commission
line 32 for expenditure pursuant to Chapter 4 (commencing with Section
line 33 66538.40) of Division 2 of Title 7.1 of the Government Code.
line 34 (c) The department shall collaborate with the commission to
line 35 ensure the administration of the surcharge described in subdivision
line 36 (a) can be facilitated after the modernization of the department’s
line 37 technology systems.
line 38 (d) For purposes of this section, “commission” means the
line 39 Metropolitan Transportation Commission created pursuant to
line 40 Section 66502 of the Government Code.
97
SB 1031 — 37 — 70
line 1 SEC. 11. If the Commission on State Mandates determines
line 2 that this act contains costs mandated by the state, reimbursement
line 3 to local agencies and school districts for those costs shall be made
line 4 pursuant to Part 7 (commencing with Section 17500) of Division
line 5 4 of Title 2 of the Government Code.
O
97
— 38 — SB 1031 71
SB 1031 TERM SHEET
• MTC's authority to put a measure to voters expires after 2040
• Taxes may have a duration of up to 30 years
• Goal of bill is to raise $1.5 billion annually from new taxes; sales tax increase limited
to not more than ~ cent
• Keep placeholder language for new transit pass proposal.
• MTC can only bond against revenues raised by the taxes authorized by this bill and
that are retained by MTC. Bonds can only be used for capital investments.
• MTC, as regional network manager has authority to condition STA funds on its
network management policies approved by the Commission subject to prescribed
guardrails in the bill. The bill shall not change MTC authority on conditioning any
other existing funds.
• On the Return to Source Issue, the author is completely committed to continuing
discussions with stakeholders, including stakeholders in the South Bay, on return to
source and the structure of the expenditure plan framework.
72
Senate Bill 1031 – Bay Area Transportation Measure Authorization
DRAFT SB 1031 Fact Sheet – Updated 04.20.24
SUMMARY
SB 1031, the Connect Bay Area Act, authorizes Bay
Area voters to consider a measure to fund climate-
friendly transportation investments in the San
Francisco Bay Area as early as 2026. The measure
would be placed upon the ballot by the Metropolitan
Transportation Commission (MTC) or voter initiative
and could include a sales tax, payroll tax, parcel tax,
vehicle registration charge, or combination thereof.
As of October 2023, almost two-thirds of Bay Area
voters agree that there is a need for more funding to
address transportation in the Bay Area and 78%
believe that public transit is very important for the
Bay Area.
SB 1031 requires MTC to develop a balanced
expenditure plan that distributes new special tax
revenues across different transportation
expenditure categories and ensures that each county
paying into the measure receives at least 70% of
revenues it contributes back in benefit. The
expenditure plan requires transit transformation
revenues to be distributed in a manner that prevents
service cuts and guarantees a minimum funding
amount per transit operator, and can also be
invested in regional transit coordination initiatives
directly related to operations spending. The Connect
Bay Area Act also authorizes expenditures from a
ballot measure to be used to fund:
● Zero emission transit vehicles and related
infrastructure
● Safe streets, including pothole repairs,
bicycle and pedestrian access
improvements, and safe routes to transit.
● Capital improvements to support
connectivity, including roadway and transit
capital improvement projects that support
connectivity and mobility in a climate neutral
manner.
● Climate resiliency projects to protect
transportation infrastructure.
To meet Bay Area residents’ desire for improved and
convenient public transportation, SB 1031 also
promotes efforts to improve the seamless
integration of Bay Area transit systems, by:
1. Strengthening regional network
management efforts and transportation
demand management policies
2. Directing the California State Transportation
Agency (CalSTA) to select a transportation
institute to conduct a consolidation
assessment for the twenty-seven public
transit agencies spanning the nine Bay Area
counties
BACKGROUND/EXISTING LAW
Protecting Recovering Public Transit and Building a
World Class Bay Area Transportation System
A safe, reliable and connected Bay Area
transportation network is vital to achieving
California’s climate, social equity, economic and
workforce goals. But existing resources alone are not
enough to keep the Bay Area moving. New funds are
needed to prevent major transit service cuts and job
losses and to modernize and improve connectivity
for Bay Area residents.
Shifting travel patterns due to and after the
Coronavirus pandemic have led to significantly
reduced ridership, resulting in significant operating
deficits. These deficits also existed before the
pandemic for fare-reliant operators – as an example,
BART had predicted a $285 million operating
73
SB 1031 Fact Sheet – Updated 04.22.24
shortfall over 10 years due to small ridership declines
in its FY 2018-19 budget – but became existential in
nature with ridership losses stemming from the
pandemic.1 One-time federal, state and regional
funds have temporarily averted the transit fiscal cliff,
but without a major infusion of new funding several
of the region’s largest transit systems will face major
service cuts beginning in FY 2026-27. SB 1031 aims to
prevent such cuts and provide additional funding to
enhance the transit rider experience across the Bay
Area, improving service throughout the system.
Transit agencies are working hard to regain ridership
while maintaining existing service with federal
pandemic relief. While ridership continues to
gradually recover to pre-pandemic levels across the
Bay Area, it has not fully recovered across the region.
It is uncertain when or to what extent ridership will
further recover.
Given the importance of maintaining and improving
public transit in the Bay Area to meet crucial housing,
climate, and mobility goals, legislation is needed to
help avert these structural shortfalls, support
reliable service, and fund ridership regrowth
strategies that will support long-term financial
sustainability.
FY 2023-24 State Budget Provided Temporary Relief
Anticipating the exhaustion of federal pandemic
emergency aid for transit in the coming years, last
year’s budget deal prevented proposed cuts to
public transportation capital spending and provided
$1.1 billion more in flexible public transportation
investments than anticipated over the next four
fiscal years to help support transit operations.
For the Bay Area, the state budget deal secured the
previously committed $800 million in Transit and
Intercity Rail Capital Program (TIRCP), as well as an
additional $400 million in funding for Bay Area
transit operations. This funding, combined with
emergency regional aid, and successfully postponed
the fiscal cliff until mid-2026.
Starting in the fiscal year 2026-27, though, Bay Area
transit agencies collectively anticipate on the order
1 BART FY 2018-19 Budget
of $600 million in operating shortfalls. According to
polls conducted by MTC, Bay Area voters strongly
value transit, but want to see it improved, providing
a safer, cleaner and more reliable experience, with
greater schedule coordination, fare integration and
real time transit information.
Other Transportation Priorities
Bay Area voters also want to see other aspects of the
transportation system improved, particularly
repairing potholes, repaving roads, and improving
sidewalks and bike lanes to make it easier and safer
to get around. Additional needs include transit
capital projects to expand the public transportation
system and roadway capital projects. The region’s
pavement condition index, or PCI, is 67.2 This score is
close to the threshold at which pavement rapidly
deteriorates, indicating a significant need for
roadway state of good repair.
A Balanced Expenditure Plan
The Connect Bay Area Act requires MTC to develop a
balanced expenditure plan that distributes new
special tax revenues across different transportation
expenditure categories and in a manner that ensures
each county paying into the measure receives at
least 70% of the revenues back in a manner that
benefits the county the revenue was generated in.
The act requires the Commission to distribute
revenues such that no less than 45% of investments
support transit transformation, no less than 25% are
invested in local roadway rehabilitation or complete
streets investments (safe streets), no less than 15%
are invested in connectivity (transit and roadway
capital) improvements, and up to 15% of
investments are used to close operating gaps,
improve ridership, or ensure return to source
minimums for counties. The expenditure plan also
ensures a minimum funding allocation per operator.
Specifically, the following minimum allocations
apply:
At least $25 million per year for operators
serving over 5 million riders per year and/or
carrying passengers more than 25 million
miles per year
At least $10 million per year for public transit
operators in counties where those operators
provide a combined minimum of 3 million
2 MTC Pavement Conditions Index Webpage
74
SB 1031 Fact Sheet – Updated 04.22.24
trips and maximum of 5 million trips per
year.
At least $5 million per year for small public
transit operators in counties where those
operators provide fewer than 3 million trips
per year
Delivering a More Coordinated Transit System with
Stronger Oversight & Accountability
MTC has initiated many efforts at strengthening
regional transit coordination across the Bay Area’s
27 transit agencies, the most well-known being the
Clipper® universal transit fare payment system.
Efforts to improve the transit rider experience at the
regional scale were accelerated by the Bay Area’s
Blue Ribbon Transit Recovery Taskforce - comprised
of a wide array of stakeholders including transit
agency leaders, MTC commissioners, the business
community, labor and advocates. The Taskforce
produced a Transit Transformation Action Plan (TAP)
that identified over two dozen initiatives to help
improve the Bay Area’s transit system; the top three
priorities were fare integration, regional mapping
and wayfinding, and transit priority.
MTC and the operators are making progress on the
TAP, with a new universal access transit pass
program – Clipper BayPass – now in its second pilot
phase and a free and reduced transfer policy coming
on line later this year with the launch of Next
Generation Clipper. To ensure progress is made as
quickly as possible, SB 1031 provides that MTC may
condition existing and future transit funding from
the measure on operators adhering to policies set by
MTC to advance the TAP and attract more riders.
Additionally, the fragmentation of public
transportation in the Bay Area has long been a
challenge for riders and regional integration. The Bay
Area is served by 27 mass transit operators, and
transitioning between them is not always
straightforward for riders. MTC has identified a
number of potential benefits to consolidating policy
making power among the agencies, including more
effective investment and service decisions.
Engaging Employers in Solutions: Transportation
Demand Management and BayPass Program
Under current law MTC and the Bay Area Air Quality
Management District (BAAQMD) administer the Bay
Area Commuter Benefit Program which requires
Bay Area employers with 50 or more employees to
offer one of five options:
● Pre-tax benefit that allows employees to
exclude their transit or vanpool cost from
taxable income
● Employer-provided transit subsidy
● Employer-provided shuttle or van pool
● Alternative commuter benefit that is as
effective in reducing single occupancy
vehicle trips
● Telework policy that allows telework one or
more days per week for all employees whose
assignments can be performed remotely
Additionally, the region’s BayPass program is
designed for employers and non-profit institutions to
encourage their respective employees, members,
and/or those they serve to travel via public transit.
Revenue Measure Authorizing Legislation
Placement on the Ballot and Citizens’ Initiative
In order to prevent major transit service cuts, expand
transit service, and meet other transportation needs,
SB 1031 authorizes MTC to place a regional
transportation revenue measure on the ballot in all
nine Bay Area counties or a subset thereof. The bill
allows such a measure to be placed on the ballot
either directly by MTC or by a qualified voter
initiative. Should the voters pass the measure, SB
1031 requires MTC to establish an independent
expenditure oversight committee.
Revenue Mechanisms
SB 1031 proposes authorizing the following revenue
mechanisms for the ballot:
● Sales tax
● Regional payroll tax
● Square footage-based parcel tax
● Regional vehicle registration charge –
authorized only after 2030 when the
California Department of Motor Vehicles
(DMV) is anticipated to have fully completed
a technology modernization upgrade to its
registration system.
SB 1031 does not impose a rate cap on the revenue
mechanisms, enabling MTC to determine this subject
to polling closer to when it may place a measure on
the ballot. SB 1031 authorizes MTC to bond against
any revenue generated pursuant to the bill.
75
SB 1031 Fact Sheet – Updated 04.22.24
SB 1031 includes a maintenance of effort provision
to ensure that regional transportation funds are
additive to, and not in replacement of, local transit
contributions. SB 1031 includes placeholder
language indicating the intent of the legislature to
clarify eligibility for various types of roadway
capacity expansion projects for funds from the
regional revenue measure.
Consolidation Assessment
SB 1031 requires CalSTA to select a transportation
institute to assess consolidation of the twenty-seven
agencies across the nine Bay Area counties, and
center the needs of riders through the lens of:
Improving the speed, efficiency, and
reliability of service.
Improving the affordability of fares.
Improving the safety and cleanliness of
service.
Promoting the achievement of the state’s
climate goals, including through the
incorporation and diffusion of zero-emission
technologies.
Incorporating other technological changes
that improve rider experience and safety.
Improving accessibility of, and connections
to, regional and interregional transit service.
Improving and simplifying the accountability
of the transportation systems to the public
and riders.
Reducing administrative costs and improving
cost efficiencies within and across transit
agencies.
Regional Network Management and Guardrails
SB 1031 designates MTC with the responsibility to
adopt policies that result in the implementation of a
seamless transit rider experience across the nine-
county Bay Area region with the goal of increasing
transit ridership. This includes the following areas:
● Fares – fare payment and integration
● Schedules
● Mapping and wayfinding
● Real-time transit information
● Other customer-facing policies
SB 1031 expands on current law’s statutory
precedent which allows MTC to condition the receipt
of State Transit Assistance Funds (STA) on transit
coordination policies, expanding its authority to
condition Local Transportation Funds (LTF) and
future regional transportation revenue measure
funds.
SB 1031 prohibits MTC from doing any of the
following:
Restricting a public transit agency’s access to
funds that MTC does not allocate
Requiring a public transit agency to
implement policies or programs that would
impede or interfere with its ability to comply
with legal obligations in transit labor
contracts
Restricting the use of a public transit
agency’s logo outside the scope of MTC’s
regional mapping and wayfinding standards
Requiring that a public transit agency modify
the schedule or route of a specific local route
that the transit agency and MTC do not
identify as primarily serving regional transit
service
Subjecting a public transit agency to a policy
that it determines would be unacceptable
with respect to its impact on transit service,
staffing, maintenance, or other specified
operational or state of good repair
considerations
SB 1031 also includes placeholder language stating
the intent of the legislature to strengthen regional
network management within the region, including
the possibility of establishing a body within the
commission to guide regional network management
efforts.
Transportation Demand Management
In order to strengthen the region’s BayPass program
and offer additional transportation demand
management tools for Bay Area employers, SB 1031
adds the purchase of a universal, unlimited transit
pass for an employer’s employees as a method of
compliance with the Bay Area Commuter Benefits
Program.
Subject to voter approval, SB 1031 would expand
transportation benefits for Bay Area employees by
authorizing MTC and the Bay Area Air Quality
Management District (BAAQMD) to require
employers with 50 or more employees to provide a
subsidy to incentivize non-solo driving. For
employers that are located in proximity to transit,
76
SB 1031 Fact Sheet – Updated 04.22.24
the employer would be required to purchase a
universal, unlimited transit pass for each of their
employees.
SUPPORT
Metropolitan Transportation Commission (Sponsor)
Napa Valley Transportation Authority
Seamless Bay Area
San Francisco County Transportation Authority
California Yimby
Housing Action Coalition
Sustainable Silicon Valley
Wellstone Democratic Renewal Club
FOR MORE INFORMATION
Raayan Mohtashemi, Legislative Aide
Email: raayan.mohtashemi@Sen.ca.gov
Phone: (916) 651-4011
Grace Dikho, Capitol Director (Sen. Wahab)
Email: grace.dikho@sen.ca.gov
Phone: (916) 651-4410
MTC Regional Revenue Measure Landing Page
77
Page 1
(BY ORDER OF COUNTY)
Effective 4/1/2024
County Type Jurisdiction District Name Rate
Operative
Date
Sunset
Date
Alameda County Alameda
County
Bay Area Rapid Transit District 0.50%4/1/1970 NONE
Alameda County Essential Health Care Services
Transactions and Use Tax
0.50%7/1/2004 6/30/2034
Alameda County Transportation Commission
Transactions and Use Tax
0.50%4/1/2015 3/31/2045
Alameda County Children's Health and Child
Care Transactions and Use Tax
0.50%7/1/2021 6/30/2041
Alameda County Transactions and Use Tax 0.50%7/1/2021 3/31/2031
Alameda County Transportation Commission
2022
0.50%4/1/2022 3/31/2045
Alameda City Alameda City of Alameda Transactions and Use Tax 0.50%4/1/2019 NONE
Albany City of Albany Transactions and Use Tax 0.50%4/1/2013 NONE
Emeryville City of Emeryville Police Fire Child Transactions
and Use Tax
0.25%7/1/2020 NONE
Hayward City of Hayward Transactions and Use Tax 0.50%10/1/2014 12/31/2034
Newark City of Newark Transactions and Use Tax 0.50%4/1/2017 3/31/2042
San Leandro City of San Leandro 2015 Transactions and
Use Tax
0.50%4/1/2015 3/31/2045
Union City City of Union City Transactions and Use Tax 0.50%4/1/2011 3/31/2034
Amador County Amador County Amador County Fire Protection and Emergency
Medical Services Transactions and Use Tax
0.50%4/1/2009 NONE
Butte City Chico City of Chico Transactions and Use Tax 1.00%4/1/2023 NONE
Oroville City of Oroville Transactions and Use Tax 1.00%4/1/2019 3/31/2025
Paradise Town Town of Paradise Temporary Transactions
and Use Tax
0.50%4/1/2015 3/31/2031
Calaveras City Angels Camp City of Angels Camp Transactions and Use Tax 0.50%4/1/2019 NONE
Colusa County Colusa County Colusa County Emergency Medical Ground
Transport Transactions and Use Tax
0.50%4/1/2023 NONE
City Colusa City of Colusa Transactions and Use Tax 1.00%4/1/2023 3/31/2027
Williams City of Williams Transactions and Use Tax 0.50%4/1/2007 NONE
Contra Costa County Contra Costa
County
Bay Area Rapid Transit District 0.50%4/1/1970 NONE
Contra Costa Transportation Authority 0.50%4/1/1989 3/31/2034
County of Contra Costa Transactions and
Use Tax
0.50%4/1/2021 3/31/2041
Contra Costa City Antioch City of Antioch Increase Transactions and
Use Tax
1.00%4/1/2019 3/31/2039
Concord City of Concord 2021 Transactions and
Use Tax
1.00%4/1/2021 NONE
El Cerrito City of El Cerrito Street Improvement
Transactions and Use Tax
0.50%7/1/2008 NONE
City of El Cerrito 2015 Transactions and
Use Tax
1.00%4/1/2015 3/31/2027
Hercules City of Hercules Temporary Transactions and
Use Tax
0.50%10/1/2012 NONE
Martinez City of Martinez Road Maintenance and
Improvement Transactions and Use Tax
0.50%4/1/2017 3/31/2032
City of Martinez Transactions and Use Tax 0.50%4/1/2019 3/31/2034
ACTIVE DISTRICT TAX RATES WITH
OPERATIVE AND SUNSET DATES
STATE OF CALIFORNIA
CALIFORNIA DEPARTMENT OF TAX AND FEE ADMINISTRATION
CDTFA-823 (S1F) REV. 9 (4-24)
78
Page 2
CDTFA-823 (S1B) REV. 9 (4-24)
County Type Jurisdiction District Name Rate
Operative
Date
Sunset
Date
Contra Costa City Moraga Town Town of Moraga Transactions and Use Tax 1.00%4/1/2013 3/31/2033
Orinda City of Orinda Essential Services Transactions
and Use Tax
1.00%4/1/2021 3/31/2041
Pinole City of Pinole Transactions and Use Tax 0.50%4/1/2007 NONE
City of Pinole 2014 Transactions and Use Tax 0.50%4/1/2015 NONE
Pittsburg City of Pittsburg Preservation of Citywide
Services Temporary Transactions and Use Tax
0.50%10/1/2012 6/30/2035
Pleasant Hill City of Pleasant Hill Transactions and Use Tax 0.50%4/1/2017 3/31/2037
Richmond City of Richmond Transactions and Use Tax 0.50%4/1/2005 NONE
City of Richmond 2014 Transactions and
Use Tax
0.50%4/1/2015 NONE
San Pablo City of San Pablo EMS Transactions and
Use Tax
0.25%10/1/2014 NONE
City of San Pablo 2022 Transactions and
Use Tax
0.50%10/1/2022 9/30/2027
Walnut Creek City of Walnut Creek Transactions and
Use Tax
0.50%4/1/2023 3/31/2033
Del Norte Uninc Del Norte
Unincorp County
Del Norte County Unincorporated Area
Transactions and Use Tax
1.00%4/1/2021 NONE
Del Norte City Crescent City Crescent City Transactions and Use Tax 1.00%4/1/2021 NONE
El Dorado City Placerville City of Placerville Public Safety Transactions
and Use Tax
0.25%4/1/1999 NONE
City of Placerville Special Transactions and
Use Tax
0.25%4/1/2011 3/31/2041
City of Placerville Special Transactions and
Use Tax for Water, Sewer, Storm Drain, and
Streets Facilities
0.50%4/1/2017 3/31/2037
South Lake
Tahoe
City of South Lake Tahoe Transactions and
Use Tax
0.50%4/1/2005 NONE
City of South Lake Tahoe 2021 Transactions
and Use Tax
1.00%4/1/2021 NONE
Fresno County Fresno County Fresno County Transportation Authority 0.50%7/1/1987 6/30/2027
Fresno County Public Library Transactions
and Use Tax
0.125%4/1/1999 3/31/2029
Fresno County Zoo Authority 0.10%4/1/2005 3/31/2040
Fresno City Coalinga City of Coalinga General Transactions and
Use Tax
1.00%4/1/2019 3/31/2029
Fowler City of Fowler Transactions and Use Tax 1.00%4/1/2019 NONE
Fresno City of Fresno Clean and Safe Parks
Transactions and Use Tax
0.375%7/1/2021 6/30/2051
Huron City of Huron Public Safety Special
Transactions and Use Tax
1.00%4/1/2014 NONE
Kerman City of Kerman Transactions and Use Tax 1.00%4/1/2019 NONE
Kingsburg City of Kingsburg Transactions and Use Tax 1.00%10/1/2018 9/30/2028
Mendota City of Mendota General Transactions and
Use Tax
1.25%7/1/2023 NONE
Parlier City of Parlier Transactions and Use Tax 1.00%4/1/2020 NONE
Reedley City of Reedley Public Safety Transactions
and Use Tax
0.50%7/1/2008 NONE
City of Reedley Transactions and Use Tax 0.75%7/1/2020 NONE
Sanger City of Sanger Public Safety Transactions and
Use Tax
0.75%7/1/2008 6/30/2028
Selma City of Selma Public Safety Transactions and
Use Tax
0.50%4/1/2008 NONE
79
April 9, 2024
The Honorable Federal Glover, Chair
Contra Costa County Board of Supervisors
190 East 4th Street
Pittsburg, CA 94565
Dear Chair Glover:
Senate President Pro Tempore Mike McGuire created the SB 1031 (Wiener and Wahab) informal working group
working group is to solicit feedback and better understand the perspectives of key stakeholders with regards to the
issues and tradeoffs posed by this important bill.
As Chair of the Contra Costa Board of Supervisors, the informal working group is keenly interested in the perspective of
the leaders and residents of Contra Costa as we deliberate the complex and consequential issues posed by the bill.
Please write to us with any feedback, position, key issues, or questions that you believe would better inform the
ties. If possible, please include any insight or
analysis from the point of view of your county transportation commission.
The measure will likely be considered in the Senate Committee on Transportation on April 23 rd, and in the Committee
on Revenue and Taxation on April 24th. I would be grateful if you could provide your insights prior to that date. A
meeting with the working group is possible if schedules can be arranged.
A copy of the current bill language and fact sheet are attached. Please contact Colin Grinnell in the Committee on
Revenue and Taxation at colin.grinnell@sen.ca.gov or (916) 651-4119 with any questions or suggestions.
I look forward to hearing from you.
Sincerely,
STEVE GLAZER, Chair
Senate Committee on Revenue and Taxation
80
April 3, 2024
The Honorable Scott Wiener The Honorable Aisha Wahab
California State Senate California State Senate
1021 O Street, Suite 8620 1021 O Street, Suite 7330
Sacramento, CA 95814 Sacramento, CA 95814
RE: SUPPORT IF AMENDED position on SB 1031 – San Francisco Bay area: local
revenue measure: transportation improvements
Dear Senators Wiener and Wahab:
On March 28, 2024, the San Francisco Bay Area Rapid Transit District (BART) Board of
Directors met and discussed Senate Bill (SB) 1031. The Board voted to take a Support if
Amended position and looks forward to working with your offices on future amendments
to bring us in full support of the bill.
As you are aware, BART is utilizing federal, state, and regional funding to delay our “fiscal
cliff” until the end of Fiscal Year 2026, after which we face an annual operating deficit of
$300 million. BART, and a smaller subset of Bay Area transit agencies, need a long-term,
sustainable source of operations funding, and are encouraged to see early provisions for a
minimum of $750 million towards transit operations and service improvements within the
bill.
We also understand that much work is needed to refine SB 1031. BART staff have
identified several areas for continued discussion with your offices, the bill sponsor, peer
transit agencies, and members of the Connect Bay Area working group. In the coming
weeks, BART staff will be seeking direction from the BART Board to provide amendments
addressing the following issues:
• Scope of consolidation assessment and implementation plan
• Funding for consolidation activities
• Framework for transportation demand management provisions
• Enhanced regional network management structure
• Conditioning of new and existing funding
• Retention of transit agency board authority
• Share of funding across proposed expenditure categories
• Eligibility of highway projects for funding
• Return-to-source provisions
• Transit agency maintenance of effort language
We appreciate and share in your commitment to ensuring the Bay Area has a world-class,
reliable, affordable, efficient, and connected transportation network. BART looks forward
to working with your offices on amendments with the goal of fully supporting this
legislation in the future.
SAN FRANCISCO BAY AREA RAPID TRANSIT DISTRICT
2150 Webster Street, P.O. Box 12688
Oakland, CA 94604-2688
(510) 464-6000
2024
Bevan Dufty
PRESIDENT
Mark Foley
VICE PRESIDENT
Robert Powers
GENERAL MANAGER
DIRECTORS
Debora Allen
1ST DISTRICT
Mark Foley
2ND DISTRICT
Rebecca Saltzman
3RD DISTRICT
Robert Raburn, Ph.D.
4TH DISTRICT
Vacant
5TH DISTRICT
Elizabeth Ames
6TH DISTRICT
Lateefah Simon
7TH DISTRICT
Janice Li
8TH DISTRICT
Bevan Dufty
9TH DISTRICT
www.bart.gov
81
April 3, 2024
Page 2
If you have any questions about our position, please contact Alex Walker, Manager of
Government Relations and Legislative Affairs, at alex.walker@bart.gov or 510-299-
6514.
Sincerely,
BEVAN DUFTY
President
cc: BART Board of Directors
General Manager
82
SAN MATEO COUNTY TRANSIT DISTRICT
1250 San Carlos Ave. – P.O. Box 3006
San Carlos, CA 94070-1306 (650) 508-6200
April 08, 2024
The Honorable Dave Cortese
Chair, Senate Transportation Committee
State Capitol, Room 405
Sacramento, CA 95814
The Honorable Steve Glazer
Chair, Senate Revenue and Taxation Committee
State Capitol, Room 407
Sacramento, CA 95814
RE: San Mateo County Transit District Letter of Concern Regarding SB 1031
Dear Chairs Cortese and Glazer:
On April 3, the San Mateo County Transit District (SamTrans) Board of Directors (Board) took
an Oppose-Unless Amended position on Senate Bill 1031 (Wiener and Wahab). We
appreciate the authors’ focus on the need to enable new transportation funding for the
nine-county Bay Area, particularly to support public transit in the wake of shifting
commute patterns following the Covid-19 pandemic. However, in its current form, SB 1031
goes well beyond revenue generation.
SamTrans is San Mateo County’s mobility manager; owner and operator of the SamTrans
fixed-route bus system, Redi-Wheels and RediCoast paratransit systems, and RidePlus
microtransit; managing agency of the Peninsula Corridor Joint Powers Board (Caltrain);
managing agency of the San Mateo County Transportation Authority, and co-managing
agency of the San Mateo County Express Lanes Joint Powers Authority.
SamTrans’ bus service carries the lowest-income riders in the Bay Area, per MTC’s Transit
Passenger Survey (2014-2019). According to the onboard 2021 SamTrans’ Triennial
Customer Survey, the average income of SamTrans’ riders is $46,506. When household size
is accounted for, 91% of SamTrans’ riders qualify as low-income and 64% are extremely low
income (earning less than two times the Federal Poverty Limit). In addition, 74% of
SamTrans’ riders do not have access to a car and 19% speak little to no English. For the
BOARD OF DIRECTORS 2024
MARINA FRASER, CHAIR
JEFF GEE, VICE CHAIR
DAVID J. CANEPA
MARIE CHUANG
BROOKS ESSER
RICO E. MEDINA
RAY MUELLER
JOSH POWELL
PETER RATTO
APRIL CHAN
GENERAL MANAGER/CEO
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 1 of 13 Handout - Comments Received
Agenda Item 3b
83
Page 2 of 5
SAN MATEO COUNTY TRANSIT DISTRICT
1250 San Carlos Ave. – P.O. Box 3006
San Carlos, CA 94070-1306 (650) 508-6200
most part, SamTrans’ passengers are not regional transit riders. Only 12% of SamTrans riders
transfer to Caltrain, Muni, VTA or BART.
San Mateo County is a “self-help” county, with two SamTrans sales taxes and a separate
San Mateo County Transportation Authority sales tax. San Mateo County also is one of
three county participants in the Caltrain sales tax. One of San Mateo County’s half-cent
sales taxes will sunset in less than 10 years, and our best chance to ensure continuity of
funding support would be going back to the voters to get an extension in 2028 as further
discussed below.
SamTrans participates in all MTC-led and operator co-led regional transit initiatives, and
has been working in good faith with fellow Bay Area transit operators and MTC to establish
and make good use of the new Regional Network Manager Council (RNM Council),
including the effort to develop clear accountability measures for all transit operators.
Below, we detail SamTrans’ significant concerns with the scope and language of SB 1031:
1.Arbitrary Directive to Consolidate
SamTrans and other transit agencies have been working closely with MTC on developing
mechanisms for improved transit agency coordination and resource-sharing. Based on
SamTrans’ extensive experience as an operating and managing agency for multiple
transit and transportation agencies and functions, SamTrans’ leaders know well the costs
and benefits of regional transportation management, as well as the challenges
associated with efforts to study and then change how agencies work together. We
believe a study on consolidation – or even more limited regional coordination – must be
well thought-out, with sufficient staff and financial resources to support its timely delivery
and utility. However, SB 1031 requires a full consolidation study on an extremely tight
timeframe, with no cost estimate or source of funds, and a pre-determined outcome.
SamTrans maintains that any study contemplated in SB 1031 should focus on how we can
better provide mobility within and throughout the region, without presuming from the start
that consolidation of agencies has merit over all other options. Having said that, we would
note that SB 1031 lacks any structure for implementing a potential regional consolidation,
or funding sources to support consolidation implementation. We support removing the
consolidation elements of SB 1031.
2.No Assurance or Plan for Fair Funding Distribution
SB 1031 proposes a range of mechanisms to fund transportation in the Bay Area. No
matter which option is ultimately selected, significant funding would be generated in San
Mateo County with no assurance that a significant amount of funding be designated for
the benefit of San Mateo County and its residents. Currently, SB 1031 assumes new
revenues of $1-1.5 billion annually, with $750M set aside for transit operations, and focuses
these funds on agencies with the highest number of riders and greatest impending
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 2 of 13 Handout - Comments Received
Agenda Item 3b
84
Page 3 of 5
SAN MATEO COUNTY TRANSIT DISTRICT
1250 San Carlos Ave. – P.O. Box 3006
San Carlos, CA 94070-1306 (650) 508-6200
funding needs. Based on ridership and anticipated “fiscal cliffs” in peer agencies’
financial models, we anticipate a significant majority of these funds will go to BART (which
serves a very small portion of San Mateo County), SF MUNI (which connects with
SamTrans) and other agencies operating entirely outside of San Mateo County.
This fund distribution approach penalizes San Mateo County and similarly-situated
communities. SamTrans’ constituents have taxed themselves multiple times to fund
transportation. In addition, we have streamlined SamTrans service, cutting wasteful and
inefficient routes, and focused on the needs of our riders requiring public transit the most,
resulting in adult ridership at over 100% of pre-pandemic levels. With the help of our voter-
approved funds and remarkable transit ridership recovery, SamTrans’ operating budget is
balanced. That said, SamTrans will face operational cost increases with the transition to
zero emission technology, which current revenues will not fully support.
In addition, continued and improved public transit requires substantial capital investment.
From delivering innovative service and customer-focused amenities, to transitioning to
zero emission technology, to protecting our bus bases against rising sea levels, and
maintaining a basic state of good repair, SamTrans’ capital needs are extraordinary, and
present a funding gap of hundreds of millions of dollars.
Fair geographic distribution of financial resources must be prioritized to ensure San Mateo
and other counties are not taxed to fund benefits that will never come back to them.
Funding distribution should be fair from the start, and also regularly reassessed as transit
services and financial needs change.
3. New Election Risk
As drafted, SB 1031 would grant MTC broad authority to place a tax measure on the ballot
in the nine Bay Area counties, or in a subset of them, with no restrictions on the number of
times it can go to the ballot, when, or if certain polling thresholds must be met first.
This flexibility for MTC puts local tax measures at risk. For example, San Mateo County
Transportation Authority’s current Measure A will expire at the end of 2033. The 2028
election may be the best option for seeking voter approval to continue Measure A, which
could be extremely difficult to achieve if there is a regional measure on the ballot at the
same time. We cannot risk $100M+ per year in local funding in favor of a regional measure
that may only scarcely be available to our communities.
SamTrans has asked much of the local electorate and our riders in the past and has been
fortunate to earn voters’ confidence. It would be enormously detrimental for San Mateo
County to lose future voter support for local transportation funding measures as a result of
SB 1031.
These concerns are very real in San Mateo and in other local counties and must be taken
seriously. We ask that you find a way to preserve and protect our ability to self-fund, such
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 3 of 13 Handout - Comments Received
Agenda Item 3b
85
Page 4 of 5
SAN MATEO COUNTY TRANSIT DISTRICT
1250 San Carlos Ave. – P.O. Box 3006
San Carlos, CA 94070-1306 (650) 508-6200
as by allowing counties to opt out of a regional measure, by limiting the reach of a new
regional measure to only those communities represented by the BART Board of Directors
(assuming the bulk of regional measure revenues will be spent in that area), or by
restricting MTC from going to the ballot in a county where a local transportation measure
also is being sought at the same election.
4. Proposed Accountability Tools and Governance Changes for MTC Go Too Far
Finally, we understand the need for accountability on the part of agencies receiving
financial support through new regional sources, and for MTC to be equipped with the
proper tools to provide regional oversight. However, SamTrans believes MTC’s efforts
should reflect the RNM process agreed to by local agencies and allow that process to
evolve. The “governance” goals outlined in SB 1031 go significantly further than what local
agencies agreed to, and the bill also grants MTC expanded authority to withhold historical
state transit funds if MTC direction for achieving the bills goals is not followed.
For example, SB 1031 would expand MTC’s authority to withhold State Transportation
Assistance (STA) and Local Transportation Funds (LTF) in response to local agency actions
such as changing branding at bus stops or adjusting fare prices. STA and LTF provide
essential operational funding that agencies rely on, currently in the amount of about $50
million annually for SamTrans. SamTrans believes MTC should not be given the authority to
withhold existing State-generated transit operations funding, especially as there are other
ways to ensure accountability, including placing restrictions on MTC discretionary funding
and any new moneys coming from the Regional Transportation Measure.
In addition, any expansion of MTC’s role must still ensure adequate consideration of the
needs of local transit operators. We believe one option is to codify the RNM Council,
which is made up of large operator and small operator representatives. This approach
would guarantee that leaders who provide service, and who understand the intricacies of
running transit systems of varying types and sizes, are always part of the conversation at
MTC. It also would allow operators to hold each other accountable in achieving shared
goals.
Furthermore, with any proposed expansions of MTC’s role, there is a risk of new unfunded
mandates from MTC. This would need to be mitigated through either an off-setting
revenue source or off-ramps for situations when transit operators truly cannot afford to
meet new requirements. In this vein, operators should maintain control over their own
fares, within voluntary agreements on fare coordination.
In closing, preserving and protecting SamTrans’ ability to deliver local services remain our
top priority. We must stress that the concerns raised above are major issues for our
agency. However, we remain committed to the RNM work that is already underway and
to the continued collaboration on future amendments to SB 1031. Our Board will certainly
revisit this bill as the language is modified and could change its position in the future.
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 4 of 13 Handout - Comments Received
Agenda Item 3b
86
Page 5 of 5
SAN MATEO COUNTY TRANSIT DISTRICT
1250 San Carlos Ave. – P.O. Box 3006
San Carlos, CA 94070-1306 (650) 508-6200
We thank you for your time and consideration of our concerns. Please do not hesitate to
reach out to our Government and Community Affairs Director, Jessica Epstein, at
EpsteinJ@samtrans.com for further discussion.
Sincerely,
Marina Fraser
Chair, SamTrans Board of Directors
April Chan
General Manager/CEO, SamTrans
Cc: San Mateo County Transit District Board of Directors
San Mateo County Transit District State Legislative Delegation
Alfredo Pedroza, Chair, Metropolitan Transportation Commission
Andrew Fremier, Executive Director, Metropolitan Transportation Commission
The Honorable Scott Wiener, California State Senate
The Honorable Aisha Wahab, California State Senate
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 5 of 13 Handout - Comments Received
Agenda Item 3b
87
From:Roland Lebrun
To:MTC-ABAG Info
Subject:April 12 MTC/ABAC Legislation Committee Item 3b SB 1031
Date:Thursday, April 11, 2024 4:47:56 PM
*External Email*
Dear MTC and ABAG Commissioners,
Please consider the following preliminary comments on this draft piece of legislation:
Funding measure:
The only legislation required at this stage is enabling legislation designating MTC as the entity
responsible for putting a Measure on the November 2026 (or later) ballot. Please note that such a
ballot measure is unlikely to pass until MTC can demonstrate substantial network coordination
improvements resulting from the passage on SB 1031.
Equitable Return to Source
The voters of the 9 Bay Area Counties have approved 3 Regional Measures (RM1, RM2 & RM3) so far
with hundreds of millions of bridge toll revenues being rerouted to counties contributing little to
none of these revenues. Should these entities continue to insist on “return to source” (or pull out of
a potential future Tax Measure altogether), MTC should consider implementing a retroactive “return
to source” by reallocating past and future toll revenues back to the ZIP codes where the tolled
vehicles were registered. This “return to source” would be implemented by clawing back Federal and
State revenue allocations under MTC’s jurisdiction.
Network Coordination
While I appreciate CalSTA’s plan to spend tens of millions of dollars on one or more studies by
consultants and/or Transportation Institutes, I urge Commissioners to consider directing MTC
staff to analyze how London’s TfL (https://en.wikipedia.org/wiki/Transport_for_London) coordinates
timetables and transfers between the London Underground (London’s equivalent of BART), buses
(operated by 10 private bus operators), thousands of trains (operated by private companies under
concession agreements) in and out of London every day as well as freeways, ferries, light rail, cable
cars, taxicabs, congestion management, bicycles and walking with a $15B annual budget including a
47% farebox revenue:
https://tfl.gov.uk/corporate/about-tfl/how-we-work/our-role?intcmp=2670#on-this-page-1
https://tfl.gov.uk/corporate/about-tfl/how-we-work/how-we-are-governed
https://tfl.gov.uk/corporate/about-tfl/how-we-work/how-we-are-funded
Network Branding
Please consider the following:
https://en.wikipedia.org/wiki/Transport_for_London#/media/File:Transport_for_London_-
_Roundels.svg
Network Consolidation
As can be seen from the above London example, operator consolidation would be counter-
productive and should be dropped from further consideration, but the Commission should
consider supporting legislation that would consolidate all CMA staffs under MTC’s umbrella while
retaining existing Boards responsible for the oversight of local tax measures. This would consolidate
all regional and local planning staffs under one roof and enable the transition from consultants to
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 6 of 13 Handout - Comments Received
Agenda Item 3b
88
public sector career engineers working on a diverse portfolio of projects across the Bay Area,
including megaprojects.
MTC “Guardrails”
“Guardrails” designed to achieve consensus should not be cast in stone and should be left open to
tightening, relaxing and/or removal through follow-up legislation. “Guardrails” mandating the status
quo should not be considered by the legislature.
Respectfully submitted for your consideration
Roland Lebrun
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 7 of 13 Handout - Comments Received
Agenda Item 3b
89
RE: SB 1031 - SUPPORT IF AMENDED
Dear Senator Wiener, Senator Wahab,
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 8 of 13 Handout - Comments Received
Agenda Item 3b
90
Cc: Bay Area Caucus, MTC Commissioners and staff,
As organizations committed to environmental sustainability and equitable transportation,we
strongly support a transportation revenue measure authorized by SB 1031 (Wiener,
Wahab) that delivers needed funding for our region's transit system, roadway repair,
safer streets and active transportation to advance climate and equity throughout the Bay
Area.Significant new operating funding is required to prevent severe service cuts and enhance
overall service quality. As our global climate crisis continues, we know that a thriving transit
system, safer streets and active transportation networks are imperative to meet the Bay Area
and California's goals for equity, climate, safety and economic prosperity.
In order to advance these goals and fund needed transit and safe streets investments,we call
on the legislature to prohibit new highway widening projects in measure authorizing
legislation.New lanes saddle us with future maintenance costs, disrupt communities, undercut
transit, and take us further away from our climate goals. There are many other state and federal
sources for roadway improvements, but very few to sustain and expand public transit
operations.
Every dollar we spend on new highways is one less dollar for public transit and safer
streets.At present, there is a $24 billion shortfall
1 in state of good repair and complete streets
funding for the region’s roads, where traffic fatalities have increased almost 50% in the past
decade.2
There is also a large and urgent need for transit operations funding in the Bay Area. Upwards of
$750 million is needed annually simply to maintain existing service levels for transit in the Bay
Area, and much more is needed to increase pre-pandemic levels of service and support
investments in customer-focused initiatives to advance safety, cleanliness and connectivity. We
urge enabling legislation that targets transformative levels of transit investment.
This measure represents a generational investment in our transportation system and will set a
precedent for how transportation dollars are spent throughout California.Passing authorizing
legislation this year that allows highway expansion jeopardizes climate, equity and
economic prosperity in the Bay Area. In addition to prioritizing transit, safer streets and
preventing highway widening, the legislature can help the Bay Area deliver a successful
transportation revenue measure by authorizing progressive revenue sources that poll better
and do not place undue burden on those least able to pay.
We look forward to working with you to pass the best transportation measure possible,
Sincerely,
2 MTC Vital Signs
1 Plan Bay Area Project List
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 9 of 13 Handout - Comments Received
Agenda Item 3b
91
Zack Deutsch-Gross
Policy Director, TransForm
Irene Kao
Executive Director, Courage California
Tarrell Kullaway
Executive Director, Marin County Bicycle
Coalition
Carter Lavin
Co-Director, Transbay Coalition
Kristina Pappas
President, San Francisco League of
Conservation Voters
Clarrissa Cabansagan
Executive Director, Silicon Valley Bicycle
Coalition
Jack Kurzweil
Wellstone Democratic Renewal Club
Robin Pam
Executive Director, Kid Safe SF
Stan Jones
Secretary-Treasurer, TWU Local 320
Dylan Fabris
Community & Policy Manager, San
Francisco Transit Riders
Christopher White
Interim Executive Director, San Francisco
Bicycle Coalition
Hana Creger
Associate Director of Climate Equity, The
Greenlining Institute
Betsy Megas
Santa Clara Community Advocates
Michael Gliksohn, Treasurer
Richmond Progressive Alliance
Jared Sanchez,
Policy Director, CalBike
Tom Radulovich
Senior Policy Fellow, Livable City
Laura Cohen, Western Region Director
Rails to Trails Conservancy
Jean Tepperman
Sunflower Alliance
Jodie Medeiros
Walk San Francisco on behalf of San
Francisco Bay Area Families for Safe
Streets
Adriana Rizzo
Californians for Electric Rail
Kevin C. Shin
Co-Executive Director, California Walks
Leah Redwood
Extinction Rebellion SFBay
Jeffrey Levin
Senior Director of Policy, East Bay Housing
Organizations
James Kuszmaul
Volunteer Lead, South Bay YIMBY
Aaron Burnett
Director of Policy and Civic Engagement,
Canal Alliance
Lucky Maxwell
Transportation Program Coordinator,
Center for Independent Living Berkeley
Sofia Rafikova
Coalition for Clean Air
Jordan Grimes
Resilience Manager, Greenbelt Alliance
Laurel Paget-Seekins
Public Advocates
Ian Griffiths
Policy Director, Seamless Bay Area
Bob Allen
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 10 of 13 Handout - Comments Received
Agenda Item 3b
92
Policy & Advocacy Campaign Director,
Urban Habitat
Justin Hu-Nguyen
Co-Executive Director of Mobility Justice,
Bike East Bay
Jack Lucero Fleck
350 Bay Area Transportation team
Matthew Baker
Policy Director, Planning and Conservation
League
Rafa Sonnenfeld
Policy Director, YIMBY Action
Jamie Pew
Policy Advisor, NextGen California
Adina Levin
Executive Director, Friends of Caltrain
Christine Cordero
Co-Director, Asian Pacific Environmental
Network
George Spies
Co-Founder, Traffic Safety Rapid Response
Woody Hastings
Phase Out Polluting Fuels Program
Manager, The Climate Center
David Blake
East Bay Gray Panthers, Board Member
Meea Kang,
Council of Infill Builders, Board Member
Melissa Romero
California Environmental Voters, Deputy
Legislative Director
Brian Hanlon
CEO, California YIMBY
David Lewis
Executive Director, Save The Bay
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 11 of 13 Handout - Comments Received
Agenda Item 3b
93
April 1, 2024
Senator Dave Cortese, Chair, and Members
Senate Transportation Committee
State Capitol, Room 405
Sacramento, CA 95814
Re: SB 1031 (Wiener, Wahab) –SUPPORT IF AMENDED
Chair Cortese and Members:
The Voices for Public Transportation coalition has worked since 2017 to bring a regional transit
funding measure to the ballot. We celebrate the introduction of bill language that will raise a
dedicated source of desperately-needed transit operating funding, with the explicit goal of
“Protecting and enhancing transit service” in the Bay Area. (Sec. 1, (d)(1))
Voices for Public Transportation is a coalition of over 40 community, rider, labor and policy
groups in the Bay Area. We came together in 2017 to develop a vision and principles for a
regional measure for public transit in the Bay Area that puts transit workers and riders at the
center. When former Sen. Jim Beall introduced spot language in SB 278 just before the COVID
pandemic struck, we conducted a professional field poll which determined that Bay Area voters
were significantly more supportive of a means-based income tax than of a sales tax. In June
2022, after prolonged advocacy by the Voices coalition, the nine-county Bay Area Metropolitan
Transportation Commission (MTC) agreed to bring forward a bill to authorize a Bay Area ballot
measure for public transit. The express purpose was to address the transit operating “fiscal cliff.”
MTC also voted to pursue “bridge” operating funding in the Legislature, to carry the region over
until a measure could be authorized and placed on the ballot. Last year, the Legislature
responded when the Voices coalition joined with MTC and other transportation agencies to ask
it to bridge that funding gap through 2026.
Now we are in phase 2 of that plan – the long-term solution to the region’s transit operating
crisis.
SB 1031 is well-aligned with our coalition’s priorities in several important respects. At the same
time, we appreciate Senator Wiener’s invitation to “perfect” the bill, and in that spirit offer several
amendments that we believe are important to achieving its goals.
The Voices Coalition supports the primary intent and believes the strengths of SB 1031
as introduced include the following:
● Focus on sustaining and improving transit service with operating funding, and
advancement of transit transformation through customer and service improvements, with
a minimum set-aside of $750 million a year.
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 12 of 13 Handout - Comments Received
Agenda Item 3b
94
Sen. Cortese, Chair, and Members, Sen. Transportation Committee
SB 1031 (Wiener, Wahab) – SUPPORT IF AMENDED
April 1, 2024
Page 2
● Support for safe, complete streets, walking and biking, roadway state of good repair,
and climate resilience.
● Inclusion of some progressive revenue mechanisms such as payroll tax, parcel tax and
vehicle registration surcharge.
● Authorization for MTC to bring multiple successive measures to the voters.
● Study with intent to achieve outcomes and benefits to transit riders that may result
from transit agency consolidation or coordination.
To ensure the bill achieves its primary purpose to fully fund transit operations and does
not burden those least able to pay, the Voices Coalition recommends the following
amendments to SB 1031:
● Set aside a minimum of $750 million or 70 percent of revenues, whichever is
greater, in annual operating spending in the first ballot measure and protect that
minimum from payment obligations on capital bonds.
● Set a goal for transit service levels that exceed and enhance pre-pandemic levels,
and for improved quality of paratransit service.
● Limit roadway expenditures to state of good repair and safe and complete streets only.
● Include additional progressive revenue mechanisms, such as a means-based income
tax, a corporate tax, and a per-square-foot parcel tax with a higher rate for
non-residential property, and limit the use of the sales tax.
Conclusion
Transit service levels were inadequate before the pandemic, and face a looming fiscal cliff when
federal emergency operating funds, and 2023 state budget funds, run out. It is imperative to our
transportation, climate, and equity goals that a measure come before the voters in 2026.
Authorizing legislation amended as proposed above will raise the operating funding needed to
sustain and increase transit service levels, and frontline transit jobs. We urge your support of the
bill with the inclusion of these amendments.
Please feel free to contact Jeanie Ward-Waller (jeanie@fearlessadvocacy.com, 401-241-8559)
or Andrés Ramos (aramos@publicadvocates.org, 916-271-0428) with any questions.
Very truly yours,
Richard Marcantonio & Laurel Paget-Seekins (Public Advocates), Zack Deutsch-Gross & Abibat
Rahman-Davies (TransForm), Dylan Fabris & Peter Straus (San Francisco Transit Riders)
Members of the Voices coalition Coordinating Committee
Joint MTC ABAG Legislation Committee
April 12, 2024
Page 13 of 13 Handout - Comments Received
Agenda Item 3b
95
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 1/13
California
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Our Forecast
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
Status actions entered today are listed in bold.
File name: Master
Author:Laura Friedman (D-044)
Title:Transportation Planning: Regional Transportation Plans
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:12/05/2022
Last
Amend:03/16/2023
Disposition:Pending
Location:Senate Transportation Committee
Summary:Requires a metropolitan planning organization to submit an adopted sustainable communities
strategy or an alternative planning strategy, if applicable, to the State Air Resources Board for
review.
Status:06/14/2023 To SENATE Committees on TRANSPORTATION and ENVIRONMENTAL QUALITY.
Author:Laura Friedman (D-044)
Title:Transportation: Planning: Project Selection Processes
Fiscal
Committee:yes
Urgency
Clause:no
1.CA AB 6 Slow
ⓘ
2.CA AB 7 Slow
ⓘ
✔✔✔
✔✔✔✔✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Fiscal
Committee
2nd Chamber
95%
95%
96
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 2/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Our Forecast
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Introduced:12/05/2022
Last
Amend:09/01/2023
Disposition:Pending
Location:Senate Inactive File
Summary:Provides that the Secretary of Transportation, among other duties, is charged with developing and
reporting to the Governor on legislative, budgetary, and administrative programs to accomplish
coordinated planning and policy formulation in matters of public interest, including transportation
projects. Requires the agency, the Department of Transportation, and the California Transportation
Commission to incorporate specified principles into their existing program funding guidelines and
processes.
Status:09/11/2023 In SENATE. From third reading. To Inactive File.
Author:Alex Lee (D-024)
Title:Light Pollution Control
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:12/05/2022
Last
Amend:06/28/2023
Disposition:Pending
Location:Senate Appropriations Committee
Summary:Relates to the Warren-Alquist State Energy Resources Conservation and Development Act, which
requires the State Energy Resources Conservation and Development Commission to adopt lighting
and other building design and construction standards that increase efficiency in the use of energy.
Requires, with certain exceptions, an agency to ensure that an outdoor lighting fixture that is newly
installed on a structure or land that is owned, leased, or managed by the agency meets certain
criteria.
Status:09/01/2023 In SENATE Committee on APPROPRIATIONS: Held in committee.
3.CA AB 38 Very Fast
ⓘ
4.CA AB 52 Slow
ⓘ
✔✔✔✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Fiscal
Committee
2nd Chamber
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Fiscal
Committee
2nd Chamber
97
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 3/13
Our Forecast
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Our Forecast
▼Show More
Author:Timothy S. Grayson (D-015)
Title:Income Tax Credit: Sales and Use Taxes Paid
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:12/05/2022
Last
Amend:06/15/2023
Disposition:Pending
Location:Senate Appropriations Committee
Summary:Relates to the Sales and Use Tax Law. Allows a credit against those taxes to a taxpayer in an
amount equal to the amount of tax reimbursement paid during the taxable year for sales tax on
gross receipts that would be exempt from taxation pursuant to the sales and use tax exemption.
Allows a similar tax credit against those taxes to a taxpayer in an amount equal to the amount of
use tax paid during the taxable year for storage, use, or other consumption that would be exempt
from taxation under that law.
Status:09/01/2023 In SENATE Committee on APPROPRIATIONS. Held in committee and made a Two-year
bill.
Author:Tasha Boerner (D-077)
Title:Vehicles: Required Stops: Bicycles
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:12/13/2022
Last
Amend:03/09/2023
Disposition:Pending
Location:Senate Transportation Committee
Summary:Requires a person who is 18 years of age or older riding a bicycle upon a two-lane highway when
approaching a stop sign at the entrance of an intersection with another roadway with two or fewer
lanes, where stop signs are erected upon all approaches, to yield the right-of-way to any vehicles
ⓘ
5.CA AB 73 Very Fast
ⓘ
✔✔✔✔
✔✔✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
95%
98
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 4/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Our Forecast
▼Show More
FAILED
Our Forecast
▼Show More
that have either stopped at or entered the intersection, or that are approaching on the intersecting
highway close enough to constitute an immediate hazard, and to pedestrians, as specified.
Status:07/11/2023 In SENATE Committee on TRANSPORTATION: Not heard.
Author:Isaac G. Bryan (D-055)
Title:Street Furniture Data: Statewide Data Platform
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:02/01/2023
Last
Amend:04/11/2023
Disposition:Pending
Location:Senate Transportation Committee
Summary:Requires the Department of Transportation to develop guidelines for data sharing, documentation,
public access, quality control, and promotion of open-source and accessible platforms and decision
support tools related to street furniture data. Requires the Department to designate the Integrated
Climate Adaptation and Resiliency Program Technical Advisory Council to advise on the development
of the initial and subsequent guidelines, and review the reports related to those guidelines.
Status:06/14/2023 To SENATE Committees on TRANSPORTATION and JUDICIARY.
Author:Tasha Boerner (D-077)
Title:Vehicles: Electric Bicycles
Fiscal yes
6.CA AB 364 Very Fast
ⓘ
7.CA AB 530
ⓘ
✔✔✔
X X X X
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
1st Committee 1st Chamber 2nd Committee 2nd Chamber Executive
95%
X
99
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 5/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Our Forecast
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Committee:
Urgency
Clause:no
Introduced:02/08/2023
Last
Amend:07/13/2023
Disposition:Failed
Location:ASSEMBLY
Summary:Prohibits a person under a specified age from operating an electric bicycle of any class. States the
intent of the Legislature to create an e-bike license program with an online written test and a State-
issued photo identification for those persons without a valid driver's license, prohibit persons under
a specified age from riding e-bikes, and create a stakeholders working group to work on
recommendations to establish an e-bike training program and license.
Status:02/01/2024 In ASSEMBLY. Died pursuant to Art. IV, Sec. 10(c) of the Constitution.
02/01/2024 From Committee: Filed with the Chief Clerk pursuant to Joint Rule 56.
Author:Eduardo Garcia (D-036)
Title:Safe Drinking Water, Wildfire Prevention, Drought Prep
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:02/17/2023
Last
Amend:05/26/2023
Disposition:Pending
Location:Senate Natural Resources and Water Committee
Summary:Enacts the Safe Drinking Water, Wildfire Prevention, Drought Preparation, Flood Protection, Extreme
Heat Mitigation, Clean Energy, and Workforce Development Bond Act of 2024, which, if approved by
the voters, would authorize the issuance of bonds in a specified amount to finance projects for safe
drinking water, wildfire prevention, drought preparation, flood protection, extreme heat mitigation,
clean energy, and workforce development programs.
Status:06/14/2023 To SENATE Committees on NATURAL RESOURCES AND WATER and GOVERNANCE AND
FINANCE.
8.CA AB 1567 Very Fast
ⓘ
9.CA AB 1778 Slow
✔✔✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
95%
100
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 6/13
Our Forecast
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
Author:Damon Connolly (D-012)
Title:Vehicles: Electric Bicycles
Fiscal
Committee:no
Urgency
Clause:no
Introduced:01/03/2024
Last
Amend:04/18/2024
Disposition:Pending
Location:SENATE
Summary:Authorizes a local authority within the County of Marin, or the County of Marin in unincorporated
areas, to adopt an ordinance or resolution that would prohibit a person under 16 years of age from
operating a class 2 electric bicycle or require a person operating a class 2 electric bicycle to wear a
bicycle helmet. Requires an ordinance or resolution that is adopted for this purpose to make a
violation an infraction punishable by either a certain fine or completion of a safety and training
course.
Status:04/29/2024 In ASSEMBLY. Read third time. Passed ASSEMBLY. *****To SENATE. (72-0)
Author:Pilar Schiavo (D-040)
Title:Transportation Funding: California Transportation Plan
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:02/05/2024
Last
Amend:04/15/2024
Disposition:Pending
Location:Assembly Appropriations Committee
ⓘ
10.CA AB 2086 Slow
ⓘ
✔✔
✔
1st Committee 1st Chamber 2nd Committee 2nd Chamber Executive
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
95%
101
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 7/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
Summary:Provides that existing law requires the Department of Transportation to prepare the State
Transportation Plan. Requires the plan to include a financial element that summarizes the full cost of
plan implementation, a summary of available revenues through the planning period, and an analysis
of what is feasible within the plan if constrained by a realistic projection of available revenues.
Requires the department to enhance an existing public online dashboard to display specified plan
information.
Status:04/22/2024 From ASSEMBLY Committee on TRANSPORTATION: Do pass to Committee on
APPROPRIATIONS. (15-0)
Author:Laura Friedman (D-044)
Title:Transportation: Class III Bikeways: Bicycle Facilities
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:02/12/2024
Last
Amend:04/01/2024
Disposition:Pending
Location:Assembly Appropriations Committee
Summary:Prohibits the allocation of Active Transportation Program funds for a project that creates a Class III
bikeway unless the project is on a street with a design speed limit of specified number of miles per
hour or less or the project will reduce the design speed limit to specified number of miles per hour
or less.
Status:04/08/2024 From ASSEMBLY Committee on TRANSPORTATION: Do pass to Committee on
APPROPRIATIONS. (11-4)
11.CA AB 2290 Fast
ⓘ
12.CA AB 2535 Slow
ⓘ
✔
✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
102
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 8/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
Author:Mia Bonta (D-018)
Title:Trade Corridor Enhancement Program
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:02/13/2024
Last
Amend:04/24/2024
Disposition:Pending
Committee:Assembly Appropriations Committee
Hearing:05/08/2024 9:30 am, 1021 O Street, Room 1100
Summary:Requires the State Transportation Commission, the Department of Housing and Community
Development, and the State Air Resources Board to create guidance for the programming of
projects under the Trade Corridor Enhancement Program that expand the physical footprint of a
highway in a community in the highest specified percent of CalEnviroScreen communities. Requires
this guidance to be incorporated into the programming cycle.
Status:04/24/2024 In ASSEMBLY. Read second time and amended. Re-referred to Committee on
APPROPRIATIONS.
Author:Marc Berman (D-023)
Title:School Zones and Walk Zones
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:02/14/2024
Last
Amend:04/08/2024
Disposition:Pending
Location:Assembly Appropriations Committee
Summary:Establishes a prima facie speed limit of a specified number of miles per hour in a school zone during
certain hours and days a school is in operation. Authorizes a local authority, by ordinance or
resolution, to determine and declare a prima facie speed limit of a specified number of miles per
hour in a school zone.
Status:04/24/2024 From ASSEMBLY Committee on LOCAL GOVERNMENT: Do pass to Committee on
APPROPRIATIONS. (8-0)
13.CA AB 2583 Fast
ⓘ✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
103
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 9/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Our Forecast
▼Show More
NO FORECAST
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Our Forecast
▼Show More
Author:Kevin McCarty (D-006)
Title:Sacramento Regional Transit District
Fiscal
Committee:no
Urgency
Clause:no
Introduced:02/14/2024
Last
Amend:04/24/2024
Disposition:Pending
Location:SENATE
Summary:Provides that existing law requires each transit operator that offers reduced fares to senior citizens
to also offer reduced fares to disabled persons and disabled veterans at the same rate established
for senior citizens. Exempts the Sacramento Regional Transit District from that requirement until the
specified date. Requires the district to submit a report to the Legislature if the district reduces fares
for senior citizens below the rate offered to disabled persons or disabled veterans.
Status:05/02/2024 In ASSEMBLY. Read third time. Passed ASSEMBLY. *****To SENATE. (74-0)
Author:Juan Alanis (R-022)
Title:Water Resiliency Act of 2024
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:12/05/2022
Last
Amend:03/06/2024
14.CA AB 2634 Very Fast
ⓘ
15.CA ACA 2
ⓘ
✔✔
1st Committee 1st Chamber 2nd Committee 2nd Chamber Executive
1st Committee 1st Chamber 2nd Committee 2nd Chamber Executive
95%
104
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 10/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining
Moving Bill
Our Forecast
▼Show More
FAILED
Our Forecast
Disposition:Pending
Location:Assembly Water, Parks and Wildlife Committee
Summary:Requires the Treasurer to annually transfer an amount equal to a specified percent of all State
revenues from the General Fund to the State Water Resiliency Trust Fund. Appropriates moneys in
the fund to the State Water Commission for its actual costs of specified water infrastructure
projects. Requires the State Auditor to annually conduct a programmatic review and an audit of
expenditures from the Trust Fund and to report those findings.
Status:03/06/2024 From ASSEMBLY Committee on WATER, PARKS AND WILDLIFE with author's
amendments.
03/06/2024 In ASSEMBLY. Read second time and amended. Re-referred to Committee on WATER,
PARKS AND WILDLIFE.
Author:Thomas J. Umberg (D-034)
Title:Transportation: Zero-Emission Vehicle Signage
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:12/05/2022
Last
Amend:06/19/2023
Disposition:Pending
Location:Assembly Appropriations Committee
Summary:Requires the Department of Transportation, in coordination with the Governor's Office of Business
and Economic Development (GO-Biz) and the State Energy Resources Conservation and
Development Commission, to develop and design light-duty zero-emission vehicle charging and
fueling station signage to be placed along State highways based on charger or fueling type and
vehicle compatibility, in order to increase consumer confidence in locating electric vehicle chargers
and hydrogen fueling stations.
Status:09/01/2023 In ASSEMBLY Committee on APPROPRIATIONS: Held in committee.
16.CA SB 30 Very Fast
ⓘ
17.CA SB 397
ⓘ
✔✔✔✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Fiscal
Committee
2nd Chamber
1st Committee 1st Chamber 2nd Committee 2nd Chamber Executive
105
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 11/13
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
Author:Aisha Wahab (D-010)
Title:San Francisco Bay Area: Public Transportation
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:02/09/2023
Last
Amend:01/03/2024
Disposition:Failed
Location:SENATE
Summary:Requires the Transportation Agency to develop a plan to consolidate all transit agencies that are
located within the geographic jurisdiction of the Metropolitan Transportation Commission.
Status:02/01/2024 In SENATE. Returned to Secretary of Senate pursuant to Joint Rule 56.
Author:Scott D. Wiener (D-011)
Title:Transportation: Planning: Complete Streets Facilities
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:01/23/2024
Last
Amend:04/16/2024
Disposition:Pending
Location:Senate Appropriations Committee
Summary:Requires the Director of Transportation to adopt a transit priority policy to guide the implementation
of transit priority facilities on the State highway system. Requires the department to adopt design
guidance for transit priority facilities. Requires the State Highway System Management Plan to
include specific quantifiable accomplishments, goals, objectives, costs, and performance measures
for transit priority facilities consistent with the asset management plan and the departments most
recent policy.
18.CA SB 960 Slow
ⓘ
X X X X
✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
X
106
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 12/13
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
HIGH
SESSION ADJOURNMENT
August 30, 2024
114 Days Remaining Moving Bill
Our Forecast
▼Show More
Status:05/06/2024 In SENATE Committee on APPROPRIATIONS: To Suspense File.
Author:Scott D. Wiener (D-011)
Title:Vehicles: Safety Equipment
Fiscal
Committee:yes
Urgency
Clause:no
Introduced:01/23/2024
Last
Amend:04/30/2024
Disposition:Pending
Committee:Senate Appropriations Committee
Hearing:05/13/2024 10:00 am, 1021 O Street, Room 2200
Summary:Requires a specified percent of certain vehicles, commencing with the specified model year, to be
equipped with a passive intelligent speed assistance system that would utilize a brief, one-time,
visual and audio signal to alert the driver each time the speed of the vehicle is more than a
specified number of miles per hour over the speed limit. Requires the system, if the system receives
conflicting speed limits for the same area, to apply the higher speed limit.
Status:05/06/2024 In SENATE Committee on APPROPRIATIONS: Not heard.
Author:Scott D. Wiener (D-011)
Title:San Francisco Bay Area: Local Revenue Measure
Fiscal
Committee:yes
19.CA SB 961 Slow
ⓘ
20.CA SB 1031 Slow
ⓘ
✔
✔
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
1st Committee 1st Fiscal
Committee
1st Chamber 2nd Committee 2nd Chamber Executive
107
5/8/24, 9:55 AM State Net
https://sn.lexisnexis.com/secure/pe/appwait_helper.cgi?wait_pid=1382&host=10.139.75.27&query_id=o6O52LfUDqG9&app=lpfs&mode=display 13/13
Urgency
Clause:no
Introduced:02/06/2024
Last
Amend:04/16/2024
Disposition:Pending
Committee:Senate Appropriations Committee
Hearing:05/13/2024 10:00 am, 1021 O Street, Room 2200
Summary:Requires the Transportation Agency to select a transportation institute to conduct an assessment
that analyzes the benefits and disbenefits to riders, and the administrative, financial, legal,
contractual, and governance feasibility, of various forms of consolidation among transit agencies
that are located in the 9-county San Francisco Bay Area. Requires the Agency to develop a report of
recommendations that, among other things, identifies opportunities to consolidate 2 or more
agencies.
Status:04/24/2024 From SENATE Committee on REVENUE AND TAXATION: Do pass to Committee on
APPROPRIATIONS. (6-1)
108
CONTRA COSTA COUNTY
Staff Report
1025 ESCOBAR STREET
MARTINEZ, CA 94553
File #:24-1276 Agenda Date:5/13/2024 Agenda #:6.
TRANSPORTATION, WATER & INFRASTRUCTURE COMMITTEE
Meeting Date:May 13, 2024
Subject:Fiscal Year 2024/2025 Road Maintenance and Rehabilitation Account Annual Project List for
Unincorporated Contra Costa County
Submitted For:Warren Lai | PUBLIC WORK DIRECTOR
Department:PUBLIC WORKS DEPARTMENT
Referral No:1
Referral Name:Review legislative matters on Transportation, Water, and Infrastructure
Presenter:Jeff Valeros
Contact:Jeff Valeros (925)313-2031
Referral History:
A landmark transportation funding package titled the Road Repair and Accountability Act of 2017 (Senate Bill
1),was signed into law by Governor Brown on April 28,2017,to generate new revenue to fund California’s
significant funding shortfall to maintain the State’s multimodal transportation network.
Senate Bill 1 (SB1)increased several taxes and fees to raise over $5.4 billion annually in new transportation
revenues.SB1 prioritizes funding towards maintenance,rehabilitation and safety improvements on State
highways,local roads and bridges and to improve the State’s trade corridors,transit and active transportation
facilities.
SB1 funds were made available to cities and counties starting in FY 2017/2018 and comprise two components-
an increase in the original gas tax revenue (Highway Users Tax Account,or HUTA)that local agencies have
been receiving prior to 2017 and Road Maintenance and Rehabilitation Account (RMRA) program funds.
SB1 includes performance and reporting requirements of local public agencies to be eligible to receive their
apportionment of RMRA funds. The information and recommendations in this report, once approved by the
TWIC and subsequently the Board of Supervisors, will fulfill these requirements.
Referral Update:
The California State Association of Counties (CSAC)annually provides an estimate of the total gas tax
revenues the County can expect to see from the transportation bill,broken down by HUTA and RMRA funding.
CSAC estimates the County will receive about $46.5 million in total transportation funding for FY 2024/2025,
with about $21.1 million of that amount from the RMRA program.
SB1 legislation emphasizes the importance of accountability and transparency in the delivery of California’s
transportation programs.Prior to receiving its apportionment of RMRA funds from the State Controller,theCONTRA COSTA COUNTY Printed on 5/13/2024Page 1 of 2
powered by Legistar™109
File #:24-1276 Agenda Date:5/13/2024 Agenda #:6.
transportation programs.Prior to receiving its apportionment of RMRA funds from the State Controller,the
County must submit to the California Transportation Commission (CTC)a list of projects (including
maintenance activities)proposed to be funded with RMRA funds.All projects proposed to receive RMRA
funding must be reviewed and approved by the County Board of Supervisors at a regular public meeting.
The list of projects must include a description and location of each proposed project,a proposed schedule for
the project’s completion,and the estimated useful life of the improvement (see Attachment A).The project list
does not limit the flexibility of an eligible city or county to fund other projects in accordance with local needs
and priorities so long as the projects are consistent with RMRA priorities as outlined in Streets and Highways
Code Section 2030. Example projects and uses for RMRA funding include, but are not limited to the following:
·Road maintenance and rehabilitation
·Safety projects
·Railroad grade separations
·Complete streets components (including active transportation purposes,pedestrian and bicycle safety
projects,transit facilities,and drainage and stormwater capture projects in conjunction with any other
allowable project)
·Traffic control devices
Streets and Highways Code Paragraph 2030(b)(2)states that funds made available by the program may also be
used to satisfy a match requirement to obtain state or federal funds for types of projects as stated above.
The County currently expends the majority of the gas tax funds towards public roadway maintenance and
rehabilitation of the 657-mile roadway network in unincorporated Contra Costa County.These funds are also
used as the local funding match to leverage funds from State and Federal grant programs for capital projects
that ensure a safe and convenient public travel in a variety of modes (i.e. driving, walking and bicycling).
In FY 2024/2025 all RMRA funds are proposed to be used for road maintenance and rehabilitation activities.
Recommendation(s)/Next Step(s):
REVIEW the recommended list of Road Maintenance and Rehabilitation Account (RMRA) Senate Bill (SB1)
funded road projects, RECEIVE public comment and DIRECT staff to perform any changes or revisions to the
recommended project list. RECOMMEND the Board of Supervisors approve the project list and DIRECT staff
to proceed with submitting the Fiscal Year 2024/2025 list of projects to the California Transportation
Commission (CTC) for approval prior to the July 1, 2024, submittal deadline.
Fiscal Impact (if any):
If the project list is not reviewed by the TWIC, forwarded to the Board of Supervisors for approval, and
submitted to the CTC by the July 1, 2024, deadline, the County will not be eligible to receive its portion of
RMRA funds.
CONTRA COSTA COUNTY Printed on 5/13/2024Page 2 of 2
powered by Legistar™110
Attachment A
Local Streets and Roads Project List for FY 2024/2025
As required by the Road Repair and Accountability Act of 2017 – Local Streets and Roads
Funding, Road Maintenance and Rehabilitation Account (RMRA)
General Information
Name: Unincorporated Contra Costa County
Point of Contact:
Jeff Valeros
Senior Civil Engineer
Contra Costa County Public Works Department
255 Glacier Drive
Martinez, CA 94553
(925) 313-2275
Jeff.Valeros@pw.cccounty.us
Legislative Districts:
Senate – 3, 7, 9
Assembly – 11, 14, 15, 16
Jurisdiction’s Average Network PCI and date/year of measurement:
County Average PCI = 70 (as of 2022)
Fiscal Year (FY): 2024/2025
Rationale for Project List Selection for FY 2024/2025 RMRA Allocation
Staff has developed a recommended list of projects for the Transportation, Water and
Infrastructure Committee and the Board of Supervisors to consider submitting to the California
Transportation Commission.
The following criteria will be used by staff when developing the current and future project list for
RMRA funds:
Eligibility criteria for RMRA funds as shown in the text of Senate Bill 1 (SB1)
Emergency storm damage projects that exceeded existing road fund revenue capacity
Maintenance and rehabilitation priorities
Roadway safety
Expiring grants where local funds are necessary to complete the funding package
Geographic equity
Multimodal benefits in accordance with the Board of Supervisor’s Complete Streets policy
Positive impact to Road Program performance metrics
Meeting customer expectations
111
2
The County currently uses the majority of the total gas tax funds received towards public
roadway maintenance and repair of 657 miles of the roadway network in the unincorporated
areas to ensure a safe and convenient public travel in a variety of modes: driving, walking, and
bicycling. These funds are also used to improve traffic safety throughout the County by using
it as the local match to leverage funds from state and federal grant programs.
The California State Association of Counties (CSAC) annually provides an estimate of the
total gas tax revenues the County can expect to see from the transportation bill, including the
total estimated revenue from RMRA program funds. CSAC estimates the County will receive
about $47.8 million in total transportation funding for FY 2023/2024 from SB1, with about
$20.5 million of that amount from the RMRA program.
In FY 2023/2024 it is proposed to designate all the RMRA funds for maintenance activities.
The range of proposed projects in future years is expected to broaden as the amount of RMRA
funds increases.
PROPOSED PROJECTS (Total RMRA = $21,135,384)
Proposed Project No. 1: Road Drainage Maintenance (RMRA = $2,150,000) (Countywide)
Descriptions:
Ditch Cleaning (6U2303) – This routine item includes performing drainage ditch cleaning
to remove debris and vegetation, which may obstruct the passage of stormwater and cause
local flooding. (RMRA = $550,000)
Flush Culvert (6U2306) – This routine item includes performing work associated with the
cleaning of culverts by flushing with water and removing debris to ensure proper drainage
and reduce flooding. (RMRA = $500,000)
Clean Catch Basins (6U2308) – This routine item includes performing cleaning of
sediment and preventing obstructions of catch basins (drainage inlets) and related pipe
systems. (RMRA = $800,000)
Inspect Catch Basins (6U2316) – This routine item includes performing inspections of
catch basins and associated systems. This includes a visual inspection of the drainage inlet
and any clean water inserts. Follow-up video inspections may be required for deeper inlets
and/or suspected structural issue concerning the inlets. (RMRA = $300,000)
RMRA Priority:
Road Maintenance and Rehabilitation
Location:
Countywide
Proposed Schedule for Completion:
Anticipated construction year – FY 2024/2025
112
3
Estimated Useful Life:
15–40 years (ditch/dirt roadway to concrete V-ditch)
40 years (concrete structures)
Proposed Project No. 2: Traffic Safety Devices Maintenance (RMRA = $2,120,000)
(Countywide)
Description:
Replace Pavement Markers (6U2405) – This routine item includes replacing pavement
markers on the roadway as needed. (RMRA = $70,000)
Repair and Replace Guardrails (6U2502) – This routine item includes installing new
guardrails and repairing existing guardrails. (RMRA = $150,000)
Traffic Signing (6U2504) – This routine item includes repairing, replacing, and installation
of roadway signage. (RMRA = $400,000)
Traffic Striping (6U2505) – This routine item includes installing traffic striping, routine
repainting of traffic striping, and replacement of pavement striping along County roadways
to enhance public safety. (RMRA = $350,000)
Paint Pavement Markings (6U2506) – This routine item includes installing pavement
marking paintings, routine repainting, and replacing existing pavement markings along
County roadways. (RMRA = $200,000)
Inspect and Maintain Guardrails (6U2527) – This routine item includes annual/periodic
inspecting and maintaining of County-maintained guardrails, which includes inspection of
condition, tightening of nuts and bolts, and other adjustments to ensure that the guardrails
perform as designed. (RMRA = $100,000)
Thermoplastic Pavement Markings (6U2537) – This routine item includes installing new
striping and maintaining and replacing existing thermoplastic pavement markings. (RMRA
= $100,000)
Signals and Flashers (6U2802) – This routine item includes repairing, installing, and
replacing County-maintained signals and flashers. (RMRA = $750,000)
RMRA Priority:
Road Maintenance and Rehabilitation
Location:
Countywide
Proposed Schedule for Completion:
Anticipated construction year – FY 2024/2025
113
4
Estimated Useful Life:
10 years (roadway signage)
2–4 years (roadway striping – thermoplastic)
Proposed Project No. 3: Structure Maintenance (RMRA = $1,400,000) (Countywide)
Description:
Bridge Repair (6U2507) – This routine item includes maintaining and repairing existing
bridges to restore rails and surfaces. (RMRA = $250,000)
Repair and Replace Curbs and Sidewalks (6U2511) – This routine item includes repairing
and replacing cracked, broken, or displaced sidewalk sections. (RMRA = $150,000)
Repair and Replace Culverts (6U2512) – This routine item includes repairing and replacing
culvert and drainage facilities that are collapsed, rusted out, nonstandard, or damaged.
Work includes inspecting the complete drainage system. (RMRA = $700,000)
Repair Minor Landslides (6U2546) – This routine item includes regrading and rebuilding
existing retaining walls near County roadways after minor landslides to enhance public
safety. (RMRA = $300,000)
RMRA Priority:
Road Maintenance and Rehabilitation
Location:
Countywide
Proposed Schedule for Completion:
Anticipated construction year – FY 2024/2025
Estimated Useful Life:
10–15 years (bridge repairs)
40 years (concrete curbs and sidewalks)
50+ years (culverts)
10–20 years (landslide repairs)
Proposed Project No. 4: Pavement Repairs and Preparation (RMRA = $1,300,000)
(Countywide)
Description:
Pothole Patching (6U2101) – This routine maintenance item includes performing spot
pavement repairs of potholes along County roadways to eliminate surface hazards. (RMRA
= $450,000)
114
5
Pavement Fabric Patching (6U2102) – This routine maintenance item includes performing
pavement fabric patching along County roadways to correct minor pavement defects and
prevent further cracking. An area of existing damaged asphalt will be removed and
excavated to allow a fabric patch to be placed. The roadway base will be compacted and
leveled to support the new fabric layer and asphalt layer. (RMRA = $200,000)
Pavement Fabric Patching (6U2102) – This routing maintenance item includes applying
fabric materials and aggregate seal coverings to the roadway surface to correct minor
pavement defects, prevent further cracking, and seal the pavement surface. (RMRA =
$200,000)
RMRA Priority:
Road Maintenance and Rehabilitation
Location:
Countywide
Proposed Schedule for Completion:
Anticipated construction year – FY 2024/2025
Estimated Useful Life:
7 years (pavement repairs)
Proposed Project No. 5: Countywide Surface Treatments (RMRA = $14,165,384)
(Countywide)
Description:
2023 Countywide Surface Treatment (6U2112) – This multi-year project will apply an
asphalt rubber cape seal, slurry seal, or microsurface to 109 lane miles of roadways in
the Bay Point Pacheco, and Contra Costa Centre areas as well as a section of Kirker
Pass Road. Work will also include surface preparation and pavement of striping and
markings. (RMRA = $6,323,712)
2023 Countywide Pavement Digouts (6U2025) – The work to be done generally
consists of pavement digouts and base failure repairs in the unincorporated Bay Point,
Lafayette, Pacheco, Contra Costa Centre areas, and Kirker Pass Road. Work in the Bay
Point Area (Site 1) includes mill and overlay with placement of thermoplas tic striping
and markings on North Broadway. Work in the Pacheco Area (Site 2) includes mill and
overlay with placement of thermoplastic striping and markings on Concord Ave. Work
in the Lafayette Area (Site 5) includes mill and overlay of three cul -de-sacs; Jennifer
Highlands Ct., Dana Highlands Ct., and Julie Highlands Ct. Work in all areas also
includes placement of temporary paint striping, pavement failure repair, and traffic
signal loop installation. Funds are needed in FY 2024/2025 to conduct the warranty
walkthroughs of the project. (RMRA = $15,000)
115
6
2024 Single Chip Seal (6U2117) – This project will apply a single chip seal as a
pavement preservation project to various roads in the Crockett and El Sobrante areas.
Work will also include surface preparation and pavement striping and markings.
(RMRA = $200,000)
2024 Double Chip Seal (6U2118) – This project will apply a double chip seal as a
pavement preservation project to various roads in the Blackhawk, Crockett, and
Tassajara areas. Work will also include surface preparation and pavement striping and
markings. (RMRA = $2,800,000)
2024 Countywide Surface Treatment – This project will apply an asphalt rubber cape
seal, slurry seal, or microsurface to various roads in the Blackhawk, Crockett, East
Richmond Heights, El Sobrante, Kensington, and Rodeo areas. The work will also
include preparation and pavement of striping and markings. (RMRA = $4,826,672)
RMRA Priority:
Road Maintenance and Rehabilitation
Location:
Countywide (Bay Point – 106 streets, Pacheco – 40 streets, Contra Costa Centre – 32
streets, Kirker Pass Road – 1)
Proposed Schedule for Completion:
Anticipated construction year – FY 23/24 and 2024/2025
Estimated Useful Life:
7 years (pavement surface treatment)
116
CONTRA COSTA COUNTY
Staff Report
1025 ESCOBAR STREET
MARTINEZ, CA 94553
File #:24-1277 Agenda Date:5/13/2024 Agenda #:7.
TRANSPORTATION, WATER & INFRASTRUCTURE COMMITTEE
Meeting Date:May 13, 2024
Subject:RECEIVE staff report and RECOMMEND the Board of Supervisors approve the submission of grant
applications to the Active Transportation Program grant program for Cycle 7
Submitted For:Warren Lai | PUBLIC WORKS DIRECTOR
Department:PUBLIC WORKS DEPARTMENT
Referral No:2
Referral Name:Review applications for Transportation, Water, and Infrastructure grants to be prepared by the
Public Works and Conservation & Development Departments
Presenter:Joe Smithonic
Contact:Joe Smithonic (925)313-2348
Referral History:
The County often seeks regional, state, and federal funding to augment local road funding, stretching local
dollars to build improvements that would not be possible otherwise. The current opportunity is through the
Active Transportation Program (ATP). This grant program is currently on its seventh cycle. Public Works has
previously submitted ATP grant applications, several of which were awarded.
Referral Update:
On March 21, 2024, the State of California Department of Transportation (Caltrans) and the Metropolitan
Transportation Commission (MTC) issued a Call for Projects for Cycle 7 of the Active Transportation Program
(ATP) grant program. In the Call for Projects, Caltrans and MTC solicit applications for projects that have an
overall purpose of encouraging active modes of transportation such as walking and biking. Caltrans and MTC
will evaluate applications based on the following primary criteria: (1) benefits to disadvantaged communities;
(2) need; (3) safety; and (4) public participation and planning. Depending on the scope and estimated cost of
the project, the following additional criteria will be considered: (5) scope and plan layout consistency and cost
effectiveness; (6) context sensitive and innovation; (7) transformative projects; and (8) leveraging.
Submitted grant applications are reviewed statewide first. If not awarded in the statewide component, the
projects are then reviewed in the Metropolitan Planning Organization (MPO) regional component for award.
The MPO regional component for Contra Costa County comprises local public agencies within MTC’s
jurisdiction.
Caltrans and MTC have authorized approximately $284 million and $49 million for the statewide and regional
components, respectively, of the ATP grant program. The federal cost share of ATP funding is 100% with no
local match for the state component. The federal cost share of ATP funding is 88.53% for the regional
component with a local match of 11.47%. The federal share for the regional component can be up to 100% for
low-income communities.
CONTRA COSTA COUNTY Printed on 5/13/2024Page 1 of 4
powered by Legistar™117
File #:24-1277 Agenda Date:5/13/2024 Agenda #:7.
To better position the County for a higher chance of award, Public Works staff recommends the County provide
a 20% local match, which would award additional scoring points. Typically, local match funds are derived from
Road Fund revenues. However, given current funding constraints, other funding sources would need to be
identified.
If authorized to proceed, staff will finalize and submit the grant applications for the recommended candidate
projects by the June 17, 2024 deadline. Announcements of the statewide and regional awards are expected in
December 2024 and March 2025, respectively.
Recommended Candidate Projects:
The County intends to apply for four grants for Cycle 7 of the ATP grant program. Public Works staff
recommends submitting grant applications for the following projects:
(1)Appian Way Pedestrian Improvements - El Sobrante (District 1)
Appian Way is a roadway arterial that serves as a primary route of travel within the El Sobrante community.
The corridor comprises small businesses that serve within a largely residential community. Appian Way serves
as an important travel route for residents and students.
The proposed project will enhance pedestrian safety and connectivity by adding crosswalk enhancements at
five uncontrolled crosswalk locations and filling in sidewalk gaps along Appian Way. The five locations that
will receive crosswalk improvements along Appian Way are at the intersections of Garden Road, Santa Rita
Road, Pebble Drive, Rincon Road, and Argyle Road. The crosswalk enhancements at these locations include
the installation of curb extensions, rapid rectangular flashing beacons, median islands, curb ramps, and updated
striping. This application is a resubmittal from last cycle.
(2)San Pablo Dam Road Complete Streets - El Sobrante (District 1)
This 2.3-mile-long segment of San Pablo Dam Road between Appian Way and Castro Ranch Road has been
identified in the Contra Costa County Vision Zero Action Plan as a high priority area for safety improvements
based on several criteria such as number of collisions, traffic and pedestrian volumes, and existing road
geometrics.
The proposed project primarily comprises a “road diet” to convert the existing four-lane San Pablo Dam Road
to a three-lane roadway with one lane in each direction and a center two-way left-turn lane. The additional
roadway width will be used to install bicycle lanes. Additional work will involve removing the existing
pavement striping and markings, applying a slurry seal, traffic signal modifications, installing the new
pavement striping and markings, and installing pedestrian crossing improvements.
Town hall meetings have been held with the El Sobrante community, and there has been a strong support for
this project. The survey identified that over 80 percent supported the proposed road diet along San Pablo Dam
Road.
(3)Verde Elementary Safe Routes to School - North Richmond (District 1)
CONTRA COSTA COUNTY Printed on 5/13/2024Page 2 of 4
powered by Legistar™118
File #:24-1277 Agenda Date:5/13/2024 Agenda #:7.
Market Avenue is a major thoroughfare in the underserved community of North Richmond and is a popular
route to Verde Elementary School. Market Avenue was improved with Class III bicycle markings along the
project limits in 2022 and curb extensions were installed at the intersection of Giaramita Street in 2024.
However, the remaining pedestrian infrastructure is deficient, the vehicle lanes are wider than they needed, and
the sidewalks are narrow and failing. The emphasis on vehicle travel is no longer a cultural trend and this
community needs an investment in the pedestrian infrastructure to promote active mobility. As one of the most
impoverished communities in the state, the proposed project will provide a pedestrian-friendly corridor to
connect North Richmond residents to Verde Elementary School, transit, market, community services and places
of worship to uplift this community and promote a more sustainable community and healthy lifestyles.
The proposed project will reduce the vehicle travel lane widths along Market Avenue between Fred Jackson
Way and 7th Street to accommodate wider sidewalks for a more comfortable walking environment and street
trees to promote urban greening. Additionally curb extensions will be installed at the intersection of Verde
Avenue and Giaramita Street located north of Market Avenue, which leads to Verde Elementary School. These
improvements will calm speeding traffic and deter semi-trucks from using this community as a cut-through to
the industrial area to the north. Pedestrian comfort will be enhanced by brightening the existing streetlights and
installing new streetlights at adjacent joint utility poles. This project is a resubmittal from last grant cycle. This
project was previously submitted as “Market Avenue Sidewalk Widening” but has been renamed to better
reflect the connection of the project with Verde Elementary.
(4)North Richmond Bicycle and Pedestrian Network - North Richmond (District 1)
The existing conditions in North Richmond’s growing job sector offer many challenges for all people walking,
biking, or rolling to their jobs. These challenges mainly take the form of wide travel lanes and gaps in
pedestrian and bicyclist infrastructure, indicative of overall lack of connectivity for all road users. The multiple
gaps in sidewalk infrastructure reach several thousand feet in total, and Class II bike facilities only exist along
the minimal frontage of Sunborne Nursery on Central St and partway through Brookside Drive, which is
disconnected from the rest of the bike network. Some streets, such as the eastern portion of Brookside Drive,
have neither sidewalks nor bike lanes. Based on community engagement, there is concern for the lack of active
transportation infrastructure discouraging people from walking or biking and creating stressful conditions for
residents who currently walk or bike to their destinations because they have no other means to do so. Most
residents during outreach for the project indicated that they would not feel comfortable walking or biking in
this area and would not feel comfortable letting their children walk or bike in the area. In addition, the project
area lacks lighting at night.
The proposed project will focus on addressing the deficiencies in the local active transportation network, and
install sidewalks and bike paths where missing. Over 10,000 feet of Class II bike facilities will be installed on
Pittsburg Avenue, Central Street, Fred Jackson Way, and Brookside Drive. In addition, the project will install
widened sidewalks, crosswalks, and lighting to improve safety for pedestrians.
The North Richmond Bike Network Project will provide a multi-modal friendly transportation network that will
overcome the challenges that residents face getting to and from work. The proposed improvements will not
only increase roadway safety for active transportation users and minimize pedestrian and bicyclist discomfort,
but also encourage a mode-shift to walking, biking, and rolling for the community’s’ local trips.
CONTRA COSTA COUNTY Printed on 5/13/2024Page 3 of 4
powered by Legistar™119
File #:24-1277 Agenda Date:5/13/2024 Agenda #:7.
Recommendation(s)/Next Step(s):
RECEIVE staff report and RECOMMEND that the Board of Supervisors approve the submission of grant
applications to the Active Transportation Program (ATP) grant program for Cycle 7.
Fiscal Impact (if any):
80% State Funds, 20% Local Funds
CONTRA COSTA COUNTY Printed on 5/13/2024Page 4 of 4
powered by Legistar™120
CONTRA COSTA COUNTY
Staff Report
1025 ESCOBAR STREET
MARTINEZ, CA 94553
File #:24-1278 Agenda Date:5/13/2024 Agenda #:8.
TRANSPORTATION, WATER & INFRASTRUCTURE COMMITTEE
Meeting Date:May 13, 2024
Subject:RECEIVE Status Report on the General Plan Update: Transportation Element
Submitted For:John Kopchik - Director, Dept. of Conservation & Development
Department:CONSERVATION & DEVELOPMENT
Referral No:27
Referral Name:Review/Monitor Transportation Element Development (General Plan Update)
Presenter:Will Nelson, John Cunningham - DCD
Contact: John Cunningham (925)791-1368
Referral History:
Monitoring of the Transportation Element of the General Plan is a new referral, this will be the first time this
issue is taken up by the Committee.
Referral Update:
The Transportation Element is one of nine elements in the General Plan and includes the following subsections:
1.Safe and Sustainable Transportation
2.Coordinated Planning
3.Multimodal Roadway Network
4.Active Transportation
5.Goods Movement
6.Air Mobility
The Transportation Element describes existing and proposed roadways and other means of transportation such
as public transit, bikeways, pedestrian routes. Addresses possible ways to address traffic congestion. Analyzes
traffic conditions and needed improvements so that existing and projected circulation needs may be adequately
met.
In addition to these fundamental concepts the Transportation Element should also be forward looking. Since the
last General Plan was adopted in 1991 the transportation planning field has experienced significant changes
ranging from minor refinements to significant disruption. Changes have been driven by climate change
legislation, equity concerns, technological advances, the public’s desire to have active transportation modes
supported, and the realization that congestion reduction can be an expensive and futile endeavor.
The County has been at the forefront of some of these advances:
•The 2008 Complete Streets General Plan Amendment predates the State’s Complete Streets legislation.
•While unsuccessful, the County proposed shifting to vehicle miles traveled (VMT) as a traffic impact
CONTRA COSTA COUNTY Printed on 5/13/2024Page 1 of 2
powered by Legistar™121
File #:24-1278 Agenda Date:5/13/2024 Agenda #:8.
metric during the Contra Costa Transportation Authority’s development of the 2009 Countywide Transportation
Plan. This foreshadowed 2013’s SB743 which ultimately imposed VMT as the principal traffic impact metric
for environmental review. This landmark bill will help to decrease greenhouse gases and congestion while
increasing safety.
•The County was the first jurisdiction in the County to adopt a Vision Zero Policy.
This item is being brought to the Committee while we are preparing to bring the General Plan update to the
Planning Commission in June and forming responses to comments received. Attached to this staff report is a
letter from a coalition of environmental advocates.
Staff will provide a verbal update, highlights, next steps and is seeking feedback from the Committee.
Recommendation(s)/Next Step(s):
RECEIVE Status Report on the update to the Transportation Element of the General Plan, DIRECT staff as
appropriate.
Fiscal Impact (if any):
None.
CONTRA COSTA COUNTY Printed on 5/13/2024Page 2 of 2
powered by Legistar™122
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -1
5 TRANSPORTATION ELEMENT
Transportation is a fundamental part of our daily lives. The diversity and
availability of transportation options, the conditions in which they exist, and
how we ultimately choose to travel—to jobs, schools, homes, healthcare
providers, stores, and leisure activities—have major implications for quality
of life, public health, climate resilience, sustainability, and the environment.
Contra Costa County has excellent regional access by road, passenger and
freight rail, water, and air. The county includes dense urban neighborhoods
served by local and express bus service, sprawling suburbs connected to the
Bay Area’s larger employment centers by Bay Area Rapid Transit (BART) and
major freeways, and rural and agricultural communities served by a network
of two-lane highways and roads. Multi-use trails found throughout the
county serve pedestrians, cyclists, and micromobility. Reducing the need for
single-occupant vehicle trips, improving travel times for transit and carpools,
and providing multiple connections and options for travel between
neighborhoods and destinations in Contra Costa County are key
considerations for the future. Closing gaps in the multi-use trail network,
improving the pedestrian realm, expanding transit access, and extending the
range of efficient, safe, and easy options for getting around will enhance the
quality of life for all community members. This Element focuses on providing
people with a variety of high-quality transportation options, strengthening
transportation connections to the rest of the Bay Area and beyond, and
improving transportation within communities.
The Transportation Element sets forth goals and policies describing the
overall mobility program for the county and identifies the general location of
existing and proposed major transportation routes, terminals, and facilities,
as required by the California Government Code. The Transportation Element
is divided into the following seven sections that address the needs of the
Contra Costa community:
• The Safe and Sustainable Transportation section includes policy
guidance to improve safety for all roadway users and reduce
greenhouse gas (GHG) emissions and other environmental harms
through expanded opportunities for active transportation, public transit,
and zero-emission vehicles (ZEVs).
• The Coordinated Planning section includes policy guidance to support
the County's role in regional transportation projects that involve other
agencies locally and across the Bay Area.
• The Multimodal Roadway Network section defines roadway
classifications and includes policy guidance to enhance mobility and
connectivity for all roadway users.
• The Active Transportation section defines bikeway types and includes
policy guidance to expand opportunities for active transportation, which
includes walking, biking, or other rolling forms of travel that support
active lifestyles and health.
• The Goods Movement section includes policy guidance to support rail,
port, and truck facilities that bolster the economy, while reducing GHG
emissions and protecting public health and safety.
• The Air Mobility section includes policy guidance to provide safe and
viable general and commercial aviation in the county.
123
5 -2 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
• The Transportation Element Performance Measures describe how the
County will track its progress in achieving some of the major objectives
expressed in this Element.
This General Plan highlights policies and actions that address four major
themes that serve as a framework for the Plan. For the reader’s ease, policies
and actions related to these themes are identified throughout the General
Plan using the following icons. The policies and actions related to each
theme are also compiled in Appendix A. See Chapter 1 for more information
about each theme.
Community Health
Environmental Justice
Economic Development
Sustainability
Separated and protected bicycle facilities increase the usage and safety of bicycles as a mode
of transport, helping to shift trips away from automobiles.
SAFE AND SUSTAINABLE TRANSPORTATION
We all use some form of transportation to reach our daily destinations. The
mode of transportation people choose is affected by convenience, cost,
comfort, perceived safety, travel time, and availability of options such as
transit and bikeways.
Since World War II, the transportation system in Contra Costa County has
been focused on the automobile. The Public Works Department spends the
majority of gasoline tax revenue on road maintenance primarily to ensure
safe passage for cars. However, roadways that originally were designed to
move cars as efficiently as possible can be redesigned to encourage walking,
biking, and micromobility by making them safer and more comfortable
through the provision of sidewalks, crosswalks, protected bike lanes, lighting,
and shade. In addition, there is a range of public transit available that
expands transportation options, including two BART lines, Amtrak’s Capitol
Corridor and San Joaquins routes, local and express buses operated by
several transit agencies, and ferry service (see Figure TR-1).
The County plays an active role in promoting safe and sustainable
transportation. Its Transportation Demand Management (TDM) program
encourages developers to devise creative and effective ways to reduce car
trips and associated impacts from new development. The County also
maintains the Transportation Analysis Guidelines that establish a uniform
approach to preparing traffic analyses and ensuring that County decisions
support State, regional, and local goals, such as reducing vehicle miles
traveled (VMT) and improving safety for pedestrians, cyclists, and other
vulnerable users. Through these and other approaches, the County also
aims to reduce air pollution and GHG emissions from the transportation
sector.
124
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -3
FIGURE TR-1 PASSENGER RAIL AND FERRY SERVICES
125
5 -4 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
Despite efforts to reduce vehicle trips, cars are and will continue to be the
dominant mode choice for years to come. This section promotes
sustainability by supporting ZEVs. In 1990, the State initiated efforts to
promote transitioning to ZEVs, and regulations have been strengthened over
the years as technology has evolved to enable greater emissions reductions.
The County is preparing for a future with ZEVs through the Contra Costa
Electric Vehicle (EV) Readiness Blueprint, which identifies the best locations
for EV charging infrastructure, provides local agencies with guidance to
encourage EVs, addresses maintenance of EVs and charging infrastructure,
and identifies areas where energy distribution improvements are needed to
support charging infrastructure.
To support safety on our roadways, the County adopted the Vision Zero
Action Plan in 2022, which recognizes that fatalities and major injuries on
roadways are preventable. Vision Zero is founded on the five elements of a
Safe System Approach: safe road users, safe vehicles, safe speeds, safe
roads, and post-crash care. The County supports programs and physical
improvements aimed at getting us to zero deaths on our roadway network.
To monitor progress, the Vision Zero Plan commits the County to ongoing
tracking of collision data.
Managing transportation safely and sustainably into the future will mean
operating within available funding levels while positioning Contra Costa
County to take advantage of current and future innovations. Such
innovations could include alternative fuels, car sharing, micromobility, private
transportation network services, autonomous vehicle technology, and other
advances still to come. Through all of this, the County will need to ensure its
actions and practices support its safety, equity, and sustainability goals.
The Pleasant Hill/Contra Costa Centre BART station provides an alternative to commuting by
car.
Goal TR-1
Goal TR-1
A transportation system that promotes active
transportation, supports effective and equitable
provision of transit services, and reduces GHGs and
other environmental harm.
126
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -5
Policies
TR-P1.1
In addition to any required California Environmental Quality
Act (CEQA) review, evaluate the traffic operations effects of
proposed projects in accordance with the County’s
Transportation Analysis Guidelines and other appropriate
policy supplements and transportation plans, and best
practices. When operational deficiencies are identified, the
treatments to address those deficiencies should first prioritize
reducing the project’s vehicular trips and collision risks, and
may secondarily consider adding vehicular capacity so long
as the safety and movement of active modes are not
compromised. Exceptions to the level of service (LOS)
operational standards presented in the Transportation
Analysis Guidelines may be granted if the treatments
necessary to address operational deficiencies would conflict
with other priorities in this General Plan and if the project is
otherwise consistent with this Plan.
TR-P1.2
Prioritize expansion of bicycle and pedestrian infrastructure
to address the significant latent demand for these active
transportation modes.
TR-P1.3
Ensure emerging transportation technologies and travel
options, such as autonomous and ZEVs and transportation
network companies, support the County’s goals for reducing
emissions, adapting to climate change, improving public
safety, and increasing equitable mobility.
TR-P1.4
Reduce single-occupant vehicle usage, at a minimum using
strategies defined in the TDM Ordinance.*
TR-P1.5
Ensure new highways constructed outside the Urban Limit
Line are not growth-inducing through land-use controls,
access limitations, and other appropriate measures.
TR-P1.6
Partner with the Contra Costa Transportation Authority
(CCTA) and California Department of Transportation
(Caltrans) to better manage traffic operations on the State
highway system in Contra Costa County through the
application of ramp metering, construction of high-
occupancy toll (HOT)/Express or other managed lanes, and
other capacity-management techniques.
TR-P1.7
Leverage the County’s position as a major employer to
demonstrate leadership in enhancing workforce commute
options.
TR-P1.8
Support improvement and expansion of passenger and
commuter rail service countywide, with emphasis on
transformative projects such as the Hercules Intermodal
Transit Center and BART extensions in the I-80 corridor toward
Crockett and SR 4 corridor toward Brentwood.
127
5 -6 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
TR-P1.9
Encourage transit use by supporting expansion of first-
mile/last-mile programs, including micromobility.
TR-P1.10
Enhance multimodal access to all transit stops, including
local routes as well as passenger and commuter rail stations
and ferry terminals, prioritizing stops which serve vulnerable
and mobility-impaired populations.
TR-P1.11
Support transitioning all on-road vehicles, including personal
vehicles and business, government, and public transit fleets,
to electric power from renewable sources or other zero-
emission fuels.
TR-P1.12
Continue to improve ZEV (including electric bicycle)
charging/fueling infrastructure within new development and
public rights-of-way, incorporating new technologies
whenever possible.
TR-P1.13
Require designs for new parking facilities to incorporate ZEV
charging/fueling infrastructure and maximize opportunities
for adaptive reuse.*
Actions
TR-A1.1
Develop and promote mobility alternatives to single-
occupancy vehicles, including but not limited to
micromobility, zero-carbon rideshare strategies, and public
transit.
TR-A1.2
Review and update the County’s Transportation Demand
Management Guidelines at least once every five years to
incorporate current best practices.
TR-A1.3
Update the Contra Costa County Transportation Analysis
Guidelines on an as-needed basis.
TR-A1.4
Implement programs to encourage transit use, bicycling,
walking, telecommuting, and use of alternative vehicle fuels
by County employees.
TR-A1.5
Conduct a survey of County offices and facilities to identify
gaps in the alternative transportation network and pursue
funding for projects that will fill those gaps and improve the
availability of alternative transportation for County
employees.
128
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -7
TR-A1.6
Partner with transit agencies and CCTA to develop “Safe
Routes to Transit” guidance that could be applied in new
development areas and existing neighborhoods.
TR-A1.7
Partner with transit providers, cities, and CCTA to develop a
countywide transit stop program that takes a holistic
approach to transit stop planning and construction. Push for
the program to address right-of-way adequacy (i.e.,
sufficient space for bus pullouts and amenities), amenities
(e.g., shelters, seating), and improvements around stops to
increase accessibility (e.g., curb ramps, sidewalk widening).
TR-A1.8
Work with transit agencies to provide convenient ways for
residents to report transit shelters and other amenities (e.g.,
lighting, seating) that are in disrepair. Encourage and
promote reporting countywide, especially in Impacted
Communities.
TR-A1.9
Pursue funding and other resources to implement the
Accessible Transportation Services Strategic Plan and similar
plans and initiatives that expand the hours of operation,
operational boundaries, convenience, and quality of
accessible transit to improve mobility for seniors, people with
disabilities, and other vulnerable populations.
TR-A1.10
Support establishment of a Bay Area-wide transit fare equity
program that includes free or means-based transit passes for
qualifying residents of Impacted Communities.
TR-A1.11
Coordinate with CCTA and other local and regional
agencies to implement the Contra Costa Electric Vehicle
Readiness Blueprint and related policies and apply best
practices in ZEV charging/fueling infrastructure requirements.
TR-A1.12
Update the County Ordinance Code as necessary to
support advances in ZEV charging/fueling infrastructure,
including for medium- and heavy-duty vehicles.
TR-A1.13
Advocate for legislation requiring micromobility and other
transportation technology providers to accept responsibility
for and mitigate the physical, operational, and financial
impacts of their services upon local jurisdictions.
See also the Health and Safety Element for policies and actions related to GHG
emissions, air quality, and parking lot shading.
129
5 -8 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
Goal TR-2
Policies
TR-P2.1
Pursue the priorities identified in the County’s Vision Zero and
other safety programs, through prioritization of safety projects
and incorporation of safety considerations into all
transportation planning efforts.
TR-P2.2
Minimize conflicts between vehicles and people who walk,
bike, or use micromobility through careful site planning,
paying particular attention to driveway locations and
internal pedestrian circulation, and prioritizing safety for
active modes of travel.
TR-P2.3
Require installation of, or provide, energy-efficient street
lighting to improve public safety and comfort in urbanized
areas. Prioritize installation in Impacted Communities,
particularly at parks, transit stops, alleyways, bike and
pedestrian paths, trails, and other appropriate areas,
consistent with community preferences.
Actions
TR-A2.1
Maintain a Vision Zero Working Group to regularly review
collision data and evaluate the effectiveness of Vision Zero
and other safety strategies.
TR-A2.2
Identify and address neighborhood-specific issues and needs
in Impacted Communities, prioritizing installation of sidewalks,
enhanced crosswalks, street lighting, street trees, bicycling
infrastructure, transit stop amenities, traffic calming, and
other safety and comfort improvements, especially in
residential areas and near schools, libraries, and recreational
facilities. Explore innovative methods to ensure these facilities
are maintained. Engage school districts, neighborhood
groups, and the local Safe Routes to School Program in
implementing this action.
TR-A2.3
Coordinate with the California Public Utilities Commission and
railroads to design and implement projects that address
safety concerns and conflicts from at-grade rail crossings.
See the Health and Safety Element for policies and actions related to evacuation.
COORDINATED PLANNING
Contra Costa County is part of a regional transportation network. Residents
and workers have access to a variety of transportation options for intra-
county and regional travel.
Goal TR-2
A transportation system that protects human life.
130
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -9
The Contra Costa Transportation Authority (CCTA) serves as the Congestion
Management Agency (CMA) for the county and distributes sales tax revenue
to the County, cities, and transit agencies for projects and programs like
freeway improvements, local road maintenance, public transit
enhancements, and Safe Routes to School. CCTA prepares and implements
the Countywide Transportation Plan (CTP) and its associated voter-approved
Expenditure Plan to guide development of the future transportation system
in Contra Costa County.
To distribute transportation funding equitably and appropriately, CCTA
divides the county into five subregions, each administered by a Regional
Transportation Planning Committee. Unincorporated Contra Costa County is
spread among all five subregions:
• The West County subregion is administered by the West Contra Costa
Transportation Advisory Committee (WCCTAC).
• The Central County subregion is administered by the Transportation
Partnership and Cooperation Committee (TRANSPAC).
• The Lamorinda and Tri Valley subregions are administered by the
Southwest Area Transportation Committee (SWAT).
• The East County subregion is administered by the TRANSPLAN
Committee.
Due to the county’s diverse physical and demographic landscape, each
subregion is governed by an Action Plan tailored to address its distinct
transportation needs. The Action Plans and CTP also set quantifiable
Regional Transportation Objectives (RTOs) to meet goals on Routes of
Regional Significance, which are shown in Figure TR-2. Over time, the County
implements projects and programs in the unincorporated areas to improve
the transportation network and ultimately contribute to achieving the RTOs.
For the larger Bay Area region, the Association of Bay Area Governments
(ABAG)/Metropolitan Transportation Commission (MTC) coordinate
transportation planning and financing and administer regional plans that
promote sustainable growth, including the Regional Transportation
Plan/Sustainable Communities Strategy, known as Plan Bay Area 2050, and
guide funding and policy decisions for the region.
Goal TR-3
Policies
TR-P3.1
Maintain an inclusive and orderly approach to interagency,
interdepartmental, and stakeholder coordination on long-
range capital planning and the design of specific
transportation projects, including consultation with affected
community and stakeholder organizations and appropriate
commissions and committees.
TR-P3.2
Coordinate planning, construction, and maintenance of
streets, transit infrastructure, non-motorized rights-of-way and
associated facilities, the countywide bicycle network, and
Pedestrian Priority Areas with neighboring jurisdictions and
CCTA.*
Goal TR-3
Transportation facilities and services that are planned,
funded, built, and maintained in a coordinated,
cooperative, and effective manner.
131
5 -10 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
FIGURE TR-2 ROUTES OF REGIONAL SIGNIFICANCE
132
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -11
TR-P3.3
Partner with cities, the San Francisco Bay Area Water
Emergency Transportation Authority (WETA), and other
involved agencies to plan and implement ferry service that
benefits unincorporated county residents.
TR-P3.4
Work with project applicants and property owners to
establish community facilities districts or other funding
mechanisms to pay for construction, operation, and
maintenance of new transportation infrastructure and
programs without creating an undue financial burden on
existing residents, businesses, or the County. Consider that
new, innovative infrastructure may cost more to maintain
than facilities installed in the past, and that the increase in
ongoing maintenance costs is a potential reason to deny a
development application.
TR-P3.5
Pursue regional, State, and federal funding to augment
locally generated funds to construct and maintain
transportation infrastructure.
Actions
TR-A3.1
Coordinate with neighboring jurisdictions, CCTA, and the
Regional Transportation Planning Committees to plan,
design, and implement Complete Streets concepts on
Routes of Regional Significance.
TR-A3.2
Partner with CCTA, neighboring and regional agencies, and
stakeholders to explore and implement options for
transportation system funding, including assessment districts,
county service areas, impact fees, tax revenue, and other
funding sources.
TR-A3.3
Continue updating the County’s Area of Benefit impact fee
programs as a mechanism to collect fair-share contributions
from new development and fund needed transportation
improvements.
See the Public Facilities and Services Element for policies and actions related to
general infrastructure and infrastructure funding.
MULTIMODAL ROADWAY NETWORK
The local transportation system needs to serve all users and modes of
transportation, with a focus on safety, accessibility, and convenient, efficient
travel between origins and destinations in Contra Costa County. Enhancing
mobility and connectivity for transit, bicycles, and pedestrians will also help
reduce traffic congestion and pollution and promote public health.
As interest in safe and sustainable transportation systems has grown,
communities throughout California have been changing the transportation
planning paradigm from a vehicle-centered exercise to a complete streets
approach, in which all travel modes are accommodated in a balanced way
based on the particular street’s location, land use context, and function
within the circulation network. In 2016, Contra Costa County adopted its
Complete Streets Policy that includes complete streets principles and
implementation guidelines. The policy focuses on context-sensitive planning,
133
5 -12 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
the importance of considering user diversity (i.e., different user abilities and
modes of travel), and a holistic approach that expects all involved County
departments and all projects to include a complete streets focus.
Roadway classifications help define the function of various street types in the
transportation network, based on the level of traffic volume that can be
served. Classifying roadways allows the County to monitor performance and
plan for improvements needed to accommodate changes in traffic, as well as
pedestrian and bicycle volumes over the life of this General Plan.
Classifications are also necessary to ensure the County is eligible for roadway
maintenance and improvement funding.
This General Plan defines the County’s roadway network based on traditional
categories recognized by regional, State, and federal transportation
agencies. The roadway classifications included in the roadway network are
described herein and shown on Figure TR-3.
• Freeways are high-speed facilities that move inter-city or regional traffic.
Freeways that provide regional access to, from, and within Contra Costa
County include Interstate (I-) 80, I-680, I-580, State Route (SR) 4, SR 24,
SR 242, and SR 160.
• Arterials are relatively high-volume facilities that connect the regional
roadway network to the local roadway network. Limited access is
provided to abutting parcels in many cases. Arterial streets generally
serve between 10,000 and 40,000 vehicles per day; some minor
arterials serve fewer than 10,000 vehicles per day. Most intersections
along arterials are signalized, often with a coordinated and
interconnected signal system. Some of the primary arterials in Contra
Costa County include Richmond Parkway, San Pablo Avenue, San Pablo
Dam Road, Kirker Pass Road, Danville Boulevard/San Ramon Valley
Boulevard, Camino Tassajara, Vasco Road, and Byron Highway.
• Collectors connect residential and local-serving commercial areas with
the arterial system. Collector streets serve as principal traffic arteries
within residential and commercial areas. These streets typically carry up
to 10,000 vehicles per day, although some collectors may carry more
vehicle traffic for short segments as they convey traffic between arterial
streets and local residential streets. Collectors are often important
segments of bikeway networks.
• Local roads provide circulation within neighborhoods and between
adjacent land uses. They are typically low-speed, low-volume streets
with design features that discourage through traffic to be more
compatible with residential needs.
San Pablo Dam Road in El Sobrante is classified as an arterial.
134
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -13
FIGURE TR-3 ROADWAY CLASSIFICATIONS
135
5 -14 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
The roadway network in the southeastern part of the county will be
significantly expanded with the planned SR 239 project, which will provide a
direct connection between SR 4 and the I-580/I-205 corridor in Alameda and
San Joaquin Counties. Although SR 239 has been a legislatively designated
route since 1959, development of the facility didn’t begin gaining momentum
until 2005, with the County receiving several federal earmarks. As of Fall
2023 the project is in design and environmental review. SR 239 is a large,
multiphase project that is anticipated to take some time to build out. The
Vasco Road - Byron Highway Connector, which among other things would
enhance access to Byron Airport, is being planned as the first phase.
The County plans for roadway improvements and maintenance through the
Capital Road Improvement and Preservation Program (CRIPP), which is
updated every two years to identify the status, estimated cost, funding
source, and schedule for roadway projects anticipated over the next seven
years. Similar to the Zoning Code, the CRIPP must be consistent with the
General Plan. California Government Code Section 65401 requires portions
of capital improvement plans and programs such as the CRIPP to be
reviewed annually for General Plan consistency. This review is conducted by
the County’s Transportation, Water, and Infrastructure Committee, a
subcommittee of the Board of Supervisors.
Goal TR-4
Policies
TR-P4.1
Plan, design, and maintain improvement projects involving
County roadways in accordance with the County’s adopted
Complete Streets Policy, other applicable policies (e.g.,
Vision Zero and other safety initiatives), planning documents
such as the County ATP and CCTA Countywide Bicycle and
Pedestrian Plan, and best practices (e.g., Caltrans, American
Association of State and Highway Transportation Officials,
and National Association of City Transportation Officials
guidance).*
TR-P4.2
Require transportation infrastructure serving new
development to be designed using best practices,
contemplating existing and planned land uses, roadways,
bicycle and pedestrian facilities, transit facilities, and
connections to adjoining areas.*
TR-P4.3
Create connections between neighborhoods in
unincorporated areas and adjacent jurisdictions to improve
multimodal access to local destinations, such as schools,
parks, shopping, health services, and workplaces.
TR-P4.4
Manage access points along arterial and collector
roadways to minimize the number of new driveway or street-
type intersections. Consolidate existing street and driveway
intersections to limit conflict points as opportunities arise.
Goal TR-4
A roadway network that accommodates multimodal
travel options for all county residents, businesses, and
visitors, regardless of age, ability, race, culture, or
economic status.
136
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -15
TR-P4.5
Require installation of, or provide, wayfinding signage
(accessible to persons who are vision impaired) to aid
navigation where necessary or desirable.
TR-P4.6
Enhance streetscapes in nonresidential areas, making them
more pedestrian-friendly by reducing off-street parking and
setback requirements and augmenting traffic-calming
measures.
TR-P4.7
Encourage walkability and safety by streamlining
implementation of traffic-calming measures through the
Neighborhood Traffic Management Program.
TR-P4.8
Minimize speeding through residential neighborhoods by
implementing appropriate roadway design standard, traffic-
calming, and other holistic solutions, as well as enforcement.
TR-P4.9
Protect residential neighborhoods from outside or cut-
through traffic by implementing appropriate design solutions
aimed at keeping through traffic on arterials and collectors.
TR-P4.10
Design roadway infrastructure, including traffic-calming and
complete streets features, to accommodate emergency
response vehicles while maintaining the safety of vulnerable
road users.*
Actions
TR-A4.1
Update the County Standard Plans on an as-needed basis to
reflect best practices in context sensitivity, complete streets,
travel safety, and environmental sustainability.
TR-A4.2
Ensure that the CRIPP:
(a) Reflects current and best transportation planning
practices.
(b) Implements adopted transportation and land
development policies.
(c) Complies with public review requirements.
(d) Presents planned transportation system
improvements with an implementation schedule.
TR-A4.3
Develop guidance for managing curb space in ways that
are sensitive to the land use context, with considerations for
freight deliveries, parking, active transportation use, users
with limited mobility, transportation network companies,
outdoor dining, and other curb uses that may emerge.
137
5 -16 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
ACTIVE TRANSPORTATION
Active transportation modes – i.e., walking, biking, micromobility, and other
rolling forms of travel – support active lifestyles, which in turn support
community health. Neighborhoods with safe and convenient walking and
biking connections to parks, jobs, and schools provide residents with a
healthier alternative to driving.
The pedestrian network generally consists of sidewalks and multiuse trails.
Sidewalks are provided in many neighborhoods, especially those developed
since the 1960s, and commercial areas, but there are gaps throughout the
network and older neighborhoods sometimes have no sidewalks at all. The
bicycle network, which is shown on Figure TR-4 and includes a range of
bikeway types, is less developed countywide. These networks are inclusive of
“rolling” transportation, in which people may use a wheelchair, skate, ride a
scooter, or push a stroller. Geographic barriers such as waterways, railways,
and freeways pose challenges to pedestrian and bicycle/rolling circulation
and connectivity. Expanding the pedestrian and bicycle network will enhance
opportunities for active transportation and reduce dependency on the car.
In 2022 the County adopted its Active Transportation Plan (ATP), which
serves as a roadmap to enhancing active transportation safety and mode
share by providing a comprehensive look at the County’s active
transportation needs and opportunities. The ATP outlines investments in
new bicycle facilities, upgraded crossings, enhanced trail connections, and
improved walkways.
Adopted by CCTA in 2018, the Contra Costa Countywide Bicycle and
Pedestrian Plan (CBPP) identifies a network of “low-stress” routes that are
comfortable for most pedestrians or bicyclists. Once developed, this network
will allow people of all ages and abilities to connect across the county by
walking or bicycling. Future bicycle connections planned by the CBPP are
shown on Figure TR-4. The CBPP also identifies Pedestrian Priority Areas,
shown on Figure TR-5, which are places where greater numbers of people
are expected to walk and safety issues are most acute, indicating a need to
prioritize investments in pedestrian improvements like walkways, curb
ramps, and intersection improvements.
With support from MTC, the County has also prepared two Community-
Based Transportation Plans (CBTPs) in unincorporated areas near Richmond
and Bay Point that intend to improve mobility options for low-income and
underserved communities. The CBTPs seek to improve all types of
transportation, increase access to services, improve the local quality of life,
provide environmental benefits, and enhance the sense of community in the
area.
The Robert I. Schroder Overcrossing along the Iron Horse Trail is part of an important non-
motorized regional connection between Pleasanton and Concord.
.
138
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -17
FIGURE TR-4 EXISTING AND PLANNED BICYCLE NETWORK
139
5 -18 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
FIGURE TR-5 PEDESTRIAN PRIORITY AREAS
140
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -19
Local bikeways are classified based on traditional categories recognized by
regional, State, and federal transportation agencies. Each bikeway class is
intended to provide bicyclists with safe and convenient riding conditions.
Different bikeway designs offer various levels of separation from traffic
based on traffic volume, speed, and other factors. There are four bikeway
types:
• Class I bikeways (bike paths) provide completely separate facilities from
automobiles and are designated for the exclusive use of bicyclists and
pedestrians with minimal cross-flow automobile traffic. In Contra Costa
County, these types of paths are often along creeks, canals, and former
rail lines. Class I bikeways are often used for recreational and commute
trips.
• Class II bikeways (bike lanes) provide designated street space for
bicyclists, typically adjacent to the outer vehicle travel lanes. Bike lanes
include special lane markings, pavement legends, and signage. Bike
lanes may be enhanced with painted buffers between vehicle lanes and
parking, and green paint along the bike lane or at conflict zones (such as
driveways or intersections).
• Class III bikeways (bike routes) provide enhanced conditions for
bicyclists through signage, striping, and traffic-calming treatments, and
provide continuity to a bikeway network. Bike routes are typically
designated along gaps between bike paths or bike lanes, or along low-
volume, low-speed streets. Bicycle boulevards provide further
enhancements to bike routes by encouraging slow speeds and
discouraging non-local vehicle traffic, often through use of traffic-
calming features. Bicycle boulevards can also feature special wayfinding
signage to nearby destinations or other bikeways.
• Class IV bikeways (separated or protected bikeways), also referred to as
cycle tracks, are bikeways for the exclusive use of bicycles, which are
physically separated from vehicle traffic with a vertical element. Types of
separation may include grade separation, plastic delineator posts,
concrete dividers, or on-street parking.
Pedestrian infrastructure such as signals, sidewalks, and crosswalks enhance safety.
Goal TR-5
Goal TR-5
Support people who walk, bike, roll, or use mobility
devices by creating safe, equitable, connected, and
comfortable facilities for all ages and abilities.
141
5 -20 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
Policies
TR-P5.1
Plan, design, construct, and maintain facilities for walking,
bicycling, and rolling to serve people of all ages, abilities,
and income levels, including children, seniors, families, and
people with limited mobility.
TR-P5.2
Coordinate with Caltrans to provide safe and comfortable
highway interchange crossings for people of all ages and
abilities who walk, bike, or use micromobility.
TR-P5.3
Prioritize construction of capital improvement projects
identified in the County’s ATP.
TR-P5.4
Ensure that fee programs include active transportation
facilities, and require new development to contribute funds,
right-of-way, and/or provide active transportation facilities
themselves, where feasible.*
TR-P5.5
Maintain pedestrian and active transportation facilities to the
same standard as roads and other transportation
infrastructure, including repair and cleanup of all bikeway
types and shared-use pathways.
TR-P5.6
Support use of temporary, quick-build, demonstration, and
pilot pedestrian and bicycle improvements to test their
effectiveness and promote active transportation strategies
to the public.
TR-P5.7
Encourage walking, bicycling, and micromobility as the
travel modes of choice for short to medium-length trips, such
as trips to schools, parks, transit stops, local shopping areas,
and neighborhood services.
TR-P5.8
Partner with neighboring jurisdictions, transit agencies,
community members, and business organizations to plan
and construct sustainable streets in business and commercial
areas. Consider forming community facilities districts or
business improvement districts to help fund and maintain
improvements.
TR-P5.9
Support micromobility options such as bike-, e-bike-, and e-
scooter-share.
TR-P5.10
Require generous parking for bicycles and other mobility
devices at key destinations, such as shopping centers,
schools, workplaces, transit stations, and multiple-family
housing.
142
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -21
Actions
TR-A5.1
Partner with CCTA and neighboring jurisdictions to build out
the countywide bicycle and pedestrian network, prioritizing
completion of the Low-Stress Countywide Bicycle Network
and pedestrian safety improvement projects in the County’s
Pedestrian Priority Areas, as described in the Countywide
Bicycle and Pedestrian Plan.
TR-A5.2
Construct innovative bicycle and pedestrian facilities,
including Class IV separated and protected bikeways,
bicycle superhighways, and other low-stress facility types, as
described in the Countywide Bicycle and Pedestrian Plan
and in contemporary, best-practice transportation planning
and engineering guidance. Use contextually appropriate
green infrastructure and landscaping to separate vehicular
lanes from bicycle and pedestrian facilities whenever
feasible.
TR-A5.3
Periodically review the scoring formula for active
transportation projects to ensure continued prioritization of
projects in Impacted Communities.
TR-A5.4
Partner with the cities, EBRPD, and CCTA to develop uniform
guidance to manage active micromobility services.
TR-A5.5
Consider allowing temporary and permanent re-orientation
of public space towards increased outdoor activity,
including walking, bicycling, rolling, dining, and other social
uses.
GOODS MOVEMENT
Industry and commercial enterprises in Contra Costa County are served by a
goods movement system that includes rail, port, truck, and air facilities. As
shown on Figure TR-6, all freeways in the county are designated as State
truck routes. I-80 and I-680 are the principal north-south corridors and
connect to neighboring industrial hubs, while SR 4 is the principal east-west
transportation corridor serving the industrial areas of the 55-mile Northern
Waterfront. Two major transcontinental railroads, Burlington Northern Santa
Fe (BNSF) and Union Pacific Railroad (UPRR), follow the county’s western and
northern shorelines, connecting the Northern Waterfront to the rest of the
county, and serving ports and major rail facilities in Oakland and Richmond.
The Port of Richmond, within the Richmond city limits, is a deep-water port
that connects the county to markets regionally and farther afield. Deep-
water shipping channels along the Northern Waterfront connect to the Ports
of Sacramento and Stockton. Finally, Buchanan Field Airport in Concord is
capable of handling small cargo aircraft.
While goods movement is an essential component of daily life and the
economy, it can cause severe health and quality of life impacts for residents
who are exposed to air pollution, noise, and the potential for accidents from
from nearby trains, ships, trucks, and planes. In Contra Costa County, heavy-
duty truck emissions at industrial facilities and on local roads and freeways is
a significant contributor to health disparities, especially in Impacted
143
5 -22 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
FIGURE TR-6 GOODS MOVEMENT FACILITIES
144
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -23
Communities. Given these and other concerns, goods movement is heavily
regulated by by federal and State agencies, including the California Air
Resources Board, which restricts idling times for heavy-duty trucks to
minimize localized air pollution.
Contra Costa County is part of the global shipping economy through various local ports,
marine terminals, and railroads.
Goal TR-6
Policies
TR-P6.1
Partner with neighboring jurisdictions, CCTA, and the MTC to
manage regional movement of goods through
unincorporated areas, minimizing impacts on residents and
other sensitive receptors.
TR-P6.2
Support roadway improvements that facilitate regional
goods movement, such as construction of SR 239 and the
Vasco Road-Byron Highway Connector near Byron, and
replacement of the Old River Bridge near Discovery Bay.
TR-P6.3
Work with ABAG/MTC to improve resilience, speed, and
reliability of goods movement through expansion of smaller
ports-of-entry which will increase redundancy, thereby
limiting exposure to disruptive events at larger congested
ports.
TR-P6.4
Use all available policy tools to ensure that trucks use
designated truck routes.
TR-P6.5
Work with railroads to preserve non-operational contiguous
railroad rights-of-way, and highly encourage construction of
grade-separated railroad crossings along active lines to
support current and future rail operations and ensure the
long-term viability of these rail corridors. When no longer in
Goal TR-6
Safe and efficient movement of goods consistent with
the County's goals to reduce emissions, protect public
safety, and support economic development, local
access, and circulation.
145
5 -24 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
operation, maintain options for future use of the corridors for
trails or other public purposes.
TR-P6.6
Support development of short-line railroad infrastructure and
operations in industrial areas to facilitate rail access to Class I
railroad lines, attract potential businesses seeking rail-served
properties, ease traffic congestion caused by goods
movement on regional highways, and reduce GHG
emissions.
TR-P6.7
Support deepening and ongoing maintenance of the deep-
water ship channels between San Francisco Bay and
Stockton and continued deep-water access to the county’s
Northern Waterfront.
TR-P6.8
Support continued operation, maintenance, and further
development of ports and terminals consistent with federal,
State, and County environmental policies and economic
priorities.
Actions
TR-A6.1
Develop a program to establish and maintain truck routes,
with the goal of minimizing impacts on residents and other
sensitive receptors. This program will provide engineering and
policy solutions to divert trucks from Impacted Communities
and establish criteria for designating weight limits on certain
routes and installing physical barriers and signage.
TR-A6.2
Facilitate enforcement of idling restrictions by promoting
community-based reporting to enforcement agencies.
TR-A6.3
Amend County Ordinance Code Title 9 – Subdivisions to
require new multiple-family residential, commercial, and
mixed-use developments to designate areas adequate for
package and goods deliveries and passenger loading and
unloading.
TR-A6.4
Develop regulations responding to technological
advancements in freight movement, such as autonomous
vehicles, robotics, and drone deliveries, while supporting the
County’s goals for reducing emissions, adapting to climate
change, improving public safety, and increasing equitable
mobility.
See the Health and Safety Element for policies and actions related to protecting
the transportation network, including rail, from sea-level rise.
AIR MOBILITY
Contra Costa County has two public County-owned airports: Buchanan Field
Airport near Concord and Byron Airport, south of Byron. Buchanan Field
Airport provides general aviation, recreation, emergency response, law
enforcement, passenger, cargo, and charter services. The airport is
surrounded by urban development, which limits its potential for expansion.
Byron Airport serves general aviation functions and is a popular base for
skydivers, gliders, and other recreational flight activities. Byron Airport also
serves as a testing ground for new aviation technologies.
146
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -25
Airports influence surrounding land uses for up to three miles from the
runways, affecting unincorporated and incorporated areas. To protect public
safety and the long-term operations of the airports, the County’s Airport
Land Use Commission adopted the Airport Land Use Compatibility Plan
(ALUCP), which regulates the location of land uses near both airports
through the designation of Airport Land Use Compatibility Zones (see Figure
TR-7). Specifically, the ALUCP seeks to protect the public from adverse effects
of aircraft noise, ensure people and facilities are not concentrated in areas
susceptible to aircraft accidents, and ensure no structures or activities
adversely affect navigable airspace.
Emerging technologies will influence future air mobility, including vertical
takeoff and landing aircraft that can expand air mobility options for people
and cargo to places that had previously lacked air access. Such aircraft can
be served by vertiports that are specifically designed for this technology and
take up smaller spaces than traditional airports.
Buchanan Field is one of two general aviation airports in Contra Costa County.
Goal TR-7
Policies
TR-P7.1
Partner with other agencies to obtain funding for planning,
development, improvement, operation, and maintenance
of general and commercial aviation facilities.
TR-P7.2
Work with the Federal Aviation Administration and aviation
operators to minimize conflicts with residential areas and
other sensitive receptors.
TR-P7.3
Regulate the location of private airfields and heliports to
protect public safety and minimize impacts on nearby
residents and sensitive receptors.*
TR-P7.4
Protect the County’s airports from encroachment by
incompatible uses and minimize the public’s exposure to
safety hazards and excessive noise by ensuring that all future
development within each Airport Influence Area is consistent
with the Contra Costa County ALUCP.*
Goal TR-7
Safe and viable general and commercial aviation
activities in Contra Costa County.
147
5 -26 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
FIGURE TR-7 BUCHANAN FIELD AIRPORT AND BYRON AIRPORT COMPATIBILITY ZONES
148
Public Review Draft Contra Costa County 2045 General Plan – Transportation Element 5 -27
TR-P7.5
Partner with the cities of Concord and Pleasant Hill in making
land use decisions that support Buchanan Field Airport's
ongoing viability while protecting public safety, consistent
with the Airport Master Plan and ALUCP.
TR-P7.6
Enhance Byron Airport’s viability by protecting it from
incompatible urban encroachment, such as large-scale
residential development, and providing infrastructure that
supports existing and planned airport activities, consistent
with the Airport Master Plan and ALUCP.
TR-P7.7
Embrace emerging aviation-related technologies, such as
drones, electric-powered aviation, and vertical takeoff and
landing aircraft, to promote economic development and
support the County’s goals for reducing emissions, adapting
to climate change, improving public safety, and increasing
equitable mobility.
Actions
TR-A7.1
Update the ALUCP every 5 to 10 years to maintain
consistency with applicable federal and State requirements,
regional plans, and this General Plan, and to achieve the
County’s goals for Buchanan Field Airport and Byron Airport.
TRANSPORTATION ELEMENT
PERFORMANCE MEASURES
To track progress in achieving the major goals of this Element, every five
years, the County will collect data to assess its performance against the
following measures. Progress will be tracked relative to the prior
performance review and the baseline year of 2024. Based on the findings
from the five-year review, the County may adjust policies, actions, or the
approach to implementing them to improve performance, as needed.
• Reduced per-capita VMT.
• Reduced single-occupant vehicle mode share.
• Increased bicycle and pedestrian trips.
• Reduced average commute time for county residents.
• Increased ZEV charging and fueling infrastructure.
• Reduced number of roadway collisions involving fatalities and serious
injuries.
149
5 -28 Public Review Draft Contra Costa County 2045 General Plan – Transportation Element
This page intentionally left blank.
150
February 22nd,2024
To:Jody London and Adam Scarbrough,Department of Conservation and Development
and Will Nelson,Principal Planner.
cc:Supervisors John Gioia and Federal Glover,Sustainability Committee of the Board
of Supervisors
Luz Gomez,Contra Costa Sustainability Commission Chair
Comments on Contra Costa County 2045
General Plan
Introduction
We appreciate the opportunity provided to offer suggestions and input on the Draft
General Plan.Many who contributed to this letter have been engaged in the General
Plan update process since it began.We commend the thoroughness and work that
went into this plan,including the attention to each community profile and the themes
that you’ve identified to guide the plan’s update.We also acknowledge and appreciate
that the plan,through many measures,seeks to build resilience in the face of hazards
amplified by global heating and environmental pollution.We also recognize the many
ways in which the plan seeks to move the County forward in step with the clean energy
transition and the health,social,environmental and economic benefits that this can
deliver.
It is our understanding that an implementation plan will be created.We feel this is an
essential step in realizing changes embedded in the General Plan,and we look forward
to reviewing it.It is also important that the General Plan is aligned with the CAP in terms
of measurable GHG reduction targets.
151
What follows are many suggestions and comments on the plan based on the careful
reading of it by many members in the groups signing on to this letter.We look forward
to the opportunity to discuss key points and receive feedback from County staff on
these suggestions.
In Contra Costa County in 2045 (prior to Table of
Contents)
Point 4 of the Vision Statement
Strike “growing”from the 4th point,so that it reads:“All communities benefit
equitably from an environmentally sustainable and just economy,”rather than “All
communities benefit equitably from a growing economy that is sustainable and
just.”The expectation of constant economic growth and its compatibility with
resource-preservation is contested by proponents of a circular economy,
endorsed throughout these documents.It seems misleading to propose endless
economic growth in the Overview /Vision Statement.
Chapter 3:Stronger Communities Element
Section:Environmental Justice
SC-P1.1 and SC-A1.1 (p.3-5 and 3-6)
We applaud the aspirational action (SC-A1.1)to “support transition from petroleum
refining and other highly polluting industries to a net-zero emission economy based on
renewable and sustainable industries that provide living-wage jobs.”However,the
absence of any timeline weakens this statement of intent.Given environmental justice
and climate urgencies,it needs to be clearly stated that this transition will be completed
by 2045.
152
Additionally,every effort should be made to ensure that any replacements for fossil fuel
production and refining are truly renewable and sustainable,and that County policy
keeps pace with rapidly evolving scientific understanding.
In regard to the above,the County,following the lead of state Low Carbon Fuel
Standard (LCFS)policy,recently approved two refinery conversions to biorefining.
However,that policy is currently undergoing revision in response to critical feedback
from scientists,academics,and environmental justice advocates.(CARB will decide on
its new policy in July.)The Union of Concerned Scientists,for example,is calling for a
cap on vegetable oil-based fuels,as well as other LCFS reforms.
(https://blog.ucsusa.org/jeremy-martin/a-cap-on-vegetable-oil-based-fuels-will-stabilize-
and-strengthen-californias-low-carbon-fuel-standard/).
Unfortunately,no guardrails were put in place around Contra Costa renewable diesel
production,such as periodic reevaluation of permits.There must be mechanisms in
place to ensure that projects,once permitted,can be brought into alignment with new
findings about any unanticipated environmental harms or public health impacts.
SC-A1.1 –A1.3 (p.3-6)
Health harm is done by the refining of any liquid transportation fuel,whether plant-or
petroleum-based.This study finds that “respiratory ER visit rates among residents living
within 10 km of biorefineries were significantly higher”than outside the 10 km zone,and
that refining corn and soy-derived feedstock was the most negatively impactful
(https://pubmed.ncbi.nlm.nih.gov/34232029/).
The County must ensure that projects within any proposed Impacted Communities
Overlay Zone “positively impact health and quality of life,”as stated in A1.3 (e).This
would mean disallowing new projects with unavoidable significant environmental and
health impacts,and any repurposing of existing industrial facilities with unavoidable
significant environmental and health impacts,in and near the county’s Impacted
Communities.Given the study cited above,“near”might be defined as a distance of at
least 10 km (6 miles),although refinery pollutants are known to travel far greater
distances than that.
SC-P-1.2 (p.3-5)
“Streamline the permitting process for new development,redevelopment,and
rehabilitation that promotes community objectives in Impacted Communities,as
identified in the Community Profiles.”
153
Promoting community objectives must not bypass or weaken key provisions of CEQA.
The law has already been modified to expedite high-priority development (such as infill
housing)and infrastructure projects.Pollution and poverty-impacted communities will
likely suffer with any further weakening of CEQA protections.Perhaps this
recommendation should be removed altogether.
SC-P1.3 (p.3-5)
Change to:Support creation of walkable districts by facilitating development of
high-density,neighborhood-serving retail and service uses,public amenities,and
related infrastructure (such as lighting)for residents of Impacted Communities,within
walking distance of their homes.
SC-A1.2 (p.3-6)
“Amend County Ordinance Code Chapter 84-63,Land Use
Permits for Development Projects Involving Hazardous Waste
or Hazardous Materials,to:(a)Increase the hazard scores for projects with potential to
adversely affect Impacted Communities to ensure more projects are subject to
discretionary review….”
Add:Establish a mechanism whereby community members can make
recommendations to the County about updating and strengthening the existing
Industrial Safety Ordinance in its entirety.
SC-A1.7 (p.3-6)
“Upon each 5-year review of the General Plan,review health outcomes data for
Impacted Communities and assess any updated information related to the delineation of
Impacted Communities in Contra Costa County.”
Add:In addition,with each 5-year review,County Health Services must review health
outcomes data to determine the impacts of newly permitted projects and repurposed
facilities.As health data becomes available,General Plan amendments may be
considered sooner than five years.
154
Section:Community Health -Healthy Neighborhoods (3-7)
SCP 2.1 (p.3-11)
Change:“welcome,”which is vague,and use “actively work toward”instead.
This section mentions healthy air quality,but does not include any policies and actions
in that regard.Perhaps this section should reference the Environmental Justice section
of the Healthy Communities section,and the Transportation Element,for policies and
actions to reduce air pollution.(Air quality is addressed in safety element.)
Section:Community Health -Access to Health Services (3-12)
Section:Healthy Homes (3-16)
Suggested:This section should state a policy,and action,to replace natural gas with
electric appliances to improve both home and community safety.
Natural gas cooking appliances should be noted as being hazardous,due to both their
toxic emissions and the explosivity of natural gas infrastructure.While SC-A6.2 outlines
a program to lower the cost and encourage the adoption of energy-efficient electric
appliances,this section should state a policy,and action,to replace natural gas with electric
appliances to improve both home and community safety.
Section:Economic Empowerment-Workforce Development
SC-A-8.2 (p.3-24)
“…[S]upport a just transition from a fossil-fuel reliant economy by training displaced
workers with skills for living-wage jobs in new industries.”
Revised language:“...for living-wage jobs in new,environmentally sustainable
industries that are not ancillary to,or prolong the existence of,the fossil fuel industry.”
Section:Economic Empowerment -Business and Innovation
SC-A9.3 (p.3-27)
155
“Evaluate commercial and industrial regulations and permitting practices on an ongoing
basis to ensure that they:(a)Address contemporary uses and activities.b)Promote
compatibility between new and legacy uses.(c)Avoid creating unnecessary barriers
that hinder economic expansion,investment,and sustainable growth.”
Proposed language change:Strike (b).“Legacy uses”include the fossil fuel industry,
which the plan actually seeks to phase out.And in (c),strike “economic expansion.”
This leaves the emphasis purely on “sustainable growth.”Also,add a stipulation that
regulations and permitting practices “are sufficiently protective of public health.”
Section:Community Profiles
BayPoint /Planned Land Use.
The plan calls for creating three higher-density mixed use nodes,which is
commendable.However,the plan falls short in not quantifying the residential density
goals necessary for encouraging the requisite neighborhood population density that
would support the creation of neighborhood-serving shops and cultural facilities,and to
make public transit more practical,necessary elements of neighborhood districts that
are convenient to get around in by active transportation and public transportation.
Pacheco –Impacted Community
“residents in Pacheco face health risks associated with poor air quality.”
Add Policy and Action:To make a timely transition to use of unleaded aviation fuel.
Comment -Stating that Pacheco residents face health risks associated with poor air
quality totally disregards one of their real health concerns,harm from lead
contamination.Their homes are being dusted repeatedly by lead tainted exhaust from
aircraft using leaded aviation fuel.
https://ceh.org/air-and-water/avgas-map-californians-affected-by-lead-from-aviation-fuel/
The county could stop the sale of this toxic fuel and ensure the use of an unleaded
version of aviation fuel,just like Santa Clara County has done.
156
Chapter 4:Land-Use Element
Section:Orderly,Well-Planned Growth -Changes to the Urban Limit
Line.(p.4-14)
Update the date on the statement:”The BOS will review the boundary of the ULL in the
year 2016”as these provisions are effective until Dec.31,2026.
LU -A1.2 (4-15)
Consider a more specific word than “periodically”update Co.Ordinance Code Title 7.
Section:Specific Land Uses
LU-7
Add Policy:For new developments on arterial streets where the ground level street
frontage will be substantially retail,service,and cultural facilities,eliminate maximum
building size and dwelling unit quantity limits for multi-family housing.Instead,create
zoning requirements that impose reasonable buffers between the new development and
adjacent existing residential properties.
LU-P9.1 (4-28)
“Welcome industries that create living-wage jobs and career advancement opportunities
for county residents while minimizing environmental degradation.”
Add:“[while minimizing environmental degradation],safety hazards,pollution exposure,
and adverse public health impacts.”Instead of “welcome,”use “actively seek out.”
LU-A9.3 (4-29)
“Amend the County Ordinance Code and/or procedures to streamline the permitting
process for businesses and industries that provide living-wage jobs,invest in the
community,hire from the local workforce,and embrace sustainability.”
Add:“[and embrace environmental sustainability],while maintaining CEQA
compliance.”
157
Transparency and integrity in public decision-making should not be abandoned in the
pursuit of equity and environmental sustainability.
Chapter 5:Transportation Element
Section:Safe and Sustainable Transportation (p.5-2)
The plan’s emphasis on active transportation and public transportation is to be commended.
Suggested change:Include information in this paragraph indicating that as of July 1,
2020,the State,by adopting Senate Bill 743,has officially moved all jurisdictions from
the LOS (Level of service)metric to the VMT (Vehicle Miles Traveled)metric for
assessing and analyzing traffic impacts of land use and transportation projects.This is
a major change that is now adopted law.Reducing VMT is now the only way that
Contra Costa County or any jurisdiction is moving into the future.
https://mtc.ca.gov/planning/transportation/driving-congestion-environment/sb-743-los-v
mt-transition
Include in this discussion:There are multiple ways to encourage people to reduce using
motor vehicles for personal transportation:(a)making it more expensive,(b)making it
less convenient,(c)making alternatives more convenient,and (d)creating more higher
density mixed use communities—where active transportation access to shops,offices,
cultural activities,and public transit becomes more practical.
Add New Goal,Policy and Actions
Suggested Goal:Encourage residents to ride bicycles,including electric mobility
devices,for transportation and recreation by creating a complete network of bicycle
facilities on all County arterial and collector streets.
Suggested Policy:Follow the most current adopted version of the Highway Design
Manual,including any Design Information Bulletins that are awaiting adoption.
Suggested Actions:
Install Class II bicycle lanes on each side of every Route of Regional Importance in the
entire County.An acceptable alternative would be to install a Class IV bicycle path on
one side of the Route of Regional Importance.If the Class IV option is pursued,there
158
must be a traffic signal at each end of the path so that the bicyclist can easily switch
from the bike lane to the bike path and vice versa.
Where the Route of Regional Importance is on a freeway,the bike facilities as described
above will be installed on a closely parallel arterial street.
When an arterial or collector street or road receives sufficient major maintenance
(resurface,overlay,slurry seal,etc.)to require the restriping of the traffic lanes,all bike
lanes will be painted so that they extend all the way to the limit line of every intersection.
All intersections that contain any dedicated right-turn lanes must include a dedicated
bike lane between dedicated right-turn lane and dedicated through lane.Given that the
space between the curb faces is limited,narrowing all lanes by the same percentage
will be an acceptable compromise.
Be sure that all traffic-signal sensing-loops or devices include markings indicating where
the bicyclist needs to wait in order to trigger the signal.This includes dedicated left-turn
lanes.Pending the street undergoing major maintenance and the inclusion of a bike
lane up to the limit line,such markings will be installed in the rightmost through traffic
lane.
Include crosswalks in all four quadrants of every signalized intersection.
Retrofit to include a pedestrian "beg"button that triggers the traffic signal on every traffic
signal pole without regard to the presence or absence of painted crosswalks,pedestrian
"walk"signals,or sidewalks.
Install and maintain bike lanes on Pacheco Boulevard,paying particular attention to the
best possible passage under the historic railroad overpass on Pacheco Boulevard."
TR-P1.1 (p.5-5)
Rewrite this policy.Remove any mention of exceptions to LOS.Remove any mention
to LOS.LOS should no longer be used by the County for analyzing traffic impacts.
Reducing VMT is now the State-wide metric required by law for assessing and
analyzing traffic impacts of transportation projects;Contra Costa County is required to
use VMT.
TR-P1.12,(5-6)
159
Add:The county will amend its building code to require EV charging for each dwelling
in new multi-family projects effective by 2025,and encourage the installation of charging
at existing multi-family housing with financial incentives.It should also make project
permitting easier.
Regarding the transition of private ICE motor vehicles to EVs,the plan only mentions
adding charging infrastructure at new developments.EVs have been mass-produced
for over a dozen years now.These earlier models provide relatively inexpensive entry to
driving electric vehicles;however,many of the early models do not have fast charging
capability.Providing charging infrastructure at existing multi-family housing is vital for
the practical charging of these earlier EVs.Also,charging at home is easier for all EV
owners than having to stop at commercial charging stations,and can lower charging
electricity costs.It appears that 2025 CalGreen will require EV charging capability for
each new dwelling in new multi-family projects.However,this greatly expanded
charging requirement will not take effect until 2026.
TR-P 1.2 (p.5-5)
Add to the end of this sentence:"by requiring the installation of a bicycle lane along
any street where the curb is replaced."
TR-P 1.4 (p.5-5)
Adjust this policy to indicate that reducing VMT is the County's policy.Create an
action item as needed to tell the County to adjust the Transportation Demand
Management ordinance to reflect this.
TR-P 1.6 (p.5-5)
Adjust the language in this policy to indicate that reducing VMT is now State law.This
could be done by inserting language after Contra Costa County "by reducing VMT"and
before “through the application of.”
TR-P 1.13 (p.5-6)
Add:"Opportunities to charge electric bicycles and other types of individual electric
powered transport,aka micromobility,are included in the definition of ZEV
charging/fueling infrastructure."
TR-A Add New Action
Include an action that requires the County to rewrite and update the County's
Transportation Demand Management document to reflect the reduction of VMT as the
County's metric for assessing and analyzing traffic impacts of transportation projects.
160
TR-A -Add New Action
Include an action that requires the County to rewrite and update the County's
Transportation Analysis Guidelines to reflect the reduction of VMT as the County's
metric for assessing and analyzing traffic impacts of transportation projects.Note:You
may want to renumber these actions to reflect the numbering system that you are using
throughout the document.
TR-A 1.1 (p.5-6)
Include reference to both human-powered and electric bicycles in this policy.This
could be done by inserting this language after ...not limited to "analog and electric
bicycles,"in front of “micro mobility,zero-carbon
rideshare....”
TR-A 1.5 (p.5-6)
Include:"bicycle lanes"and "sidewalks"specifically in the action item.This Action
Item is too vague and should include an inventory of bike lanes and sidewalks within
one mile of the subject County offices and facilities and from public transit to these
facilities,and the closing of any gaps as a priority.
TR-A 1.7 (p.5-7)
Add:"bike racks and bike lockers"in the amenities parenthetic.So it reads “amenities (e.g.,
shelters,seating,bike racks and bike lockers)”
TR-A 1.11 (p.5-7)
Include:"and electric bicycle"after ZEV...and before “...charging.”
TR-A 1.12 (p.5-7)
Add at the end of this item:"as well as personal EVs and electric bicycles."
TR-A 1.13 (p.5-7)
Rephrase this action.Asking for money from others to pay for bike lanes,sidewalks and
traffic signals is a great idea and should be encouraged,but the physical impacts of
micro-mobility transportation are the bike lanes and sidewalks.The operational impacts
of micro-mobility transportation are the traffic signals.The construction of both of these
projects is called for elsewhere in this document.This entire chapter concerns
providing and dividing up space on the road and encouraging people to use more of
certain portions of it and less of other portions of it.
TR-P 2.3 (p.5-8)
161
Change:Specifically call out that street lights be included wherever a separate bike path
crosses a public street.
Note:The East Bay Regional Park District has a policy of not lighting its paths.EBRPD
operates many paths along utility rights-of-way that cross public streets often.
Add Action:To implement this policy.
TR-A 2.3 (p.5-8)
Include:"Sidewalks will be included on both sides of every at-grade railroad crossing."
TR-A 2.3 (p.5-8)
Include:Underpasses built in the 1920s under railroads and that are very narrow
according to our current roadway design guidelines will be widened to provide bicycle
and pedestrian facilities.
Comment:Two that come to mind are the one in Franklin Canyon (at the foot of the hill
from Cummings Skyway)and the one on Pacheco Boulevard (just west of Falling Star
Boulevard).Note:Although divided and multi-lane,Highway 4 through Franklin
Canyon is not a freeway.It is not limited access,so it does not meet the Caltrans
definition of freeway.Bicycles are permitted on the eastbound segment of Highway 4
between the Sycamore Avenue and the Cummings Skyway interchanges.Bicycles are
permitted on the westbound side,too.
Section:Coordinated Planning (5-8)
Figure TR-2 Routes of Regional Significance (p.5-10)
Correct:The SR 160 Corridor on the Antioch Bridge from Wilbur Avenue and to the
north is NOT freeway.Bicycles and Pedestrians are permitted.
TR-A 3.1 (p.5-11)
Add to action item:That complete streets concepts include bicycle lanes.Include "If the
Route of Regional Significance is on a Limited Access Highway (freeway),include bike
lanes on a nearby parallel arterial or collector street OR include a Class IV bicycle
facility on the freeway right-of-way."
Note:There are three segments of freeway,of which Bikes East Bay is aware,that
permit bicycles:Highway 4 between Willow Pass Road and Port Chicago Highway;
Highway 4 between Sycamore Avenue and Cummings Skyway;Highway 24 between
Camino Pablo and Fish Ranch Road.
TR-P 3.4 (p.5-11)
162
Add:"Protected bicycle lanes must be swept as often as any street of similar type."
TR-P 3.5 (p.5-11)
Add:Require secure bike parking rooms in all multi-tenant buildings that do not provide
an enclosed garage for each separate housing unit.(i.e.,townhomes,apartments,
condominiums)Note:This policy would better be added to the Housing Chapter,but
that portion of this General Plan was covered by a separate process.
TR-A 3.2 (p.5-11)
Include:"designation of certain roads as toll roads"as part of this action item.
Section:Multimodal Roadway Network
TR-P 4.1 (p.5-14)
Include:A statement that deals with conflicts between bicycle plans.Specifically,
between the CCTA's adopted Countywide Bicycle and Pedestrian Plan and a
jurisdiction's adopted bicycle plan.When such a conflict exists (i.e.,the City's plan does
not call for bicycle lanes on a certain street,but CCTA's plan does),which plan will take
precedent?Suggestion:the more conservative plan should.This policy should be a
separate policy and logically would follow TR-P 4.1.We could call it TR-P 4.1.1 or we
could follow the numbering sequence that you are using and renumber all the following
policies.
TR-P 4.3 (p.5-14)
Add:"Build bike lanes and sidewalks up to limits of adjacent jurisdictions even if the
adjacent jurisdiction does not currently have bike lanes or sidewalks along that segment
of arterial or collector street."
TR-A 4.3 (p.5-15)
Remove:"parking"from this action item.
It is time that we acknowledge there is a limited amount of space available between the
curb-faces of our public streets.Large chunks of this public property should no longer
go to a single individual for private use.
TR-P 4.6 (p.5-15)
Suggestion:Consider inclusion of on street parking as well.
163
TR-A 4.1 (p.5-15)
Add:“but at least every _years”.In addition to on an as-needed basis.
Section:Active Transportation (p.5-19)
“Class I bikeways (bike paths)provide completely separate facilities from automobiles and are
designated for the exclusive use of bicyclists and pedestrians with minimal cross-flow
automobile traffic.In Contra Costa County,these types of paths are often along creeks,canals,
and former rail lines.Class I bikeways are often used for recreational and commute trips.”
Add:"utility corridors"so this reads “....these types of paths are often along creeks,canals,
utility corridors,and former rail lines.”
Suggestion:Reduce the use of Class III bicycle lanes as much as possible.
Comment:Bicyclists hate Class III bike routes.The copy has a very nicely written
description of what perfection would look like,but the reality is that traffic engineers
routinely put "sharrows"on 40+MPH arterial streets and invite the bicyclist to strap a
piece of Styrofoam on their head and go out and fight it out with motorists who are
paying more attention to their cell phones than they are to their driving.
TR-P 5.4 (p.5-20)
Delete:“where feasible”from this policy.
TR-P 5.5 (p.5-20)
Add Action:for the County “to obtain and use or contract for use of specialized
equipment,such as ATV blowers used by EBRPD,to meet street cleaning needs of
smaller bike lanes bordered by bollards.”
TR-P 5.10 (p.5-20)
Include:(1)Electrical outlets for the charging of electric bikes and scooters should be
included in some reasonable minimum of these parking places,and (2)bicycle lockers
be provided.(3)Also,bicycle racks must be sufficiently widely spaced so that cargo
bikes and bicycle cargo trailers (in addition to racing bicycles)can fit between the racks;
and some of the lockers should be sufficiently large to fit cargo bicycles.
TR-A 5.1 (p.5-21)
164
Include:"This project may mean that some vehicle traffic lanes may need to be
narrowed,parking may need to be adjusted or eliminated,and a vehicle traffic lane
occasionally may need to be eliminated."
TR-A 5.5 (p.5-21)
Eliminate:“consider.”
Section:Air Mobility (p.5-24)
TR-P7.2 (p.5-25)
“Work with the FAA and aircraft operators to minimize conflicts with residential areas
and sensitive receptors.”
Suggested Action:Remove Leaded Aviation Fuel within 3 years.(Santa Clara County
has done this.)
Chapter 7:Conservation,Open Space,and Working Lands
Element
COS-A14.1 (p.7-43)
(a)“Prohibit new and expanded oil and gas production wells in the following:
(a)iii “Areas within
3,200 feet of sensitive receptors or urban land use designations….”
We appreciate this implicit acknowledgement of the health and safety dangers
associated with proximity to oil and gas drilling,but would like to see even stronger
protection in place.
Current research shows that a 3,200-foot setback from drilling sites is actually on the
lower end of the range of distances that could reduce the harmful health and quality of
life impacts from toxic emissions and exposures.A 2021 Stanford study found negative
health impacts within a 2.5 mile radius from oil and gas facilities.[2.5 miles =13,200 ft.]
The state investigatory panel that declared 3,200′setbacks the minimum protective
distance also found that the most health-protective approach is no drilling at all.
165
Moreover,HS-P1.4 “[requires]new industrial development to locate significant pollution
sources as far away from sensitive receptors as possible.”To achieve internal
consistency within the General Plan,and to promote maximal health and safety
protection,drilling setback requirements in COS-A14.1 should be made to align with this
principle.
(b)“Restrict oil and gas drilling operations to agricultural zoning district only.”
Suggested Action:Remove (b).Rationale:Oil and gas drilling in agriculturally-zoned
lands contradicts the goal stated in COS-P2.8 “to increase,enhance,and protect
agricultural land and its production capabilities.”It also undermines the “County’s
agricultural preservation goals”referenced in COS-A2.3.
If agriculturally-zoned land is to be used for any purpose other than agricultural-related,
that activity should be limited to renewable energy production known to be compatible
with agriculture.One example of this is the planting of shade-tolerant crops under solar
installations.
(e)Include performance standards related to water quality,air quality,odors,
noise and aesthetics.
Suggested wording:Performance standards relating to water quality should explicitly
include impacts on groundwater aquifers,including groundwater levels,which would be
consistent with COS-P8.1:“Protect public water supplies by denying applications for
projects that would introduce significant new pollution sources in groundwater basins
and watersheds feeding major reservoirs.”
(f)Add an additional requirement for the regular,periodic monitoring of methane and
other dangerous emissions by County Hazardous Materials staff.Current oil and gas
production in the County is woefully under-monitored by state regulators (CalGEM field
inspection is severely understaffed),leaving Contra Costa residents at risk.This would
be consistent with HS-A2.2,which calls for “data collection,monitoring of pollution
exposure,and identification and implementation of solutions in Impacted Communities.”
The monitoring needed near oil and gas infrastructure would necessarily extend beyond
listed AB 617 communities.
Finally,we applaud the commitment to develop a “feasibility study”and a new
land use ordinance that would amend the County Ordinance Code to prohibit
development of new oil and gas wells and phase out existing oil and gas well
166
operations.We note the alignment here with SC-A2.1,which proposes studying “the
feasibility of implementing an amortization process to eliminate non-conforming land
uses.”
It is our understanding that this process would begin after approval of the General Plan
by the Board of Supervisors,which is likely to occur in late summer 2024.The study
and ordinance development could reasonably take a year or more beyond that.
We therefore propose an urgency moratorium during this time to prevent any more
permit approvals while the new ordinance is in process.Communities adjacent to
Contra Costa oil fields must be fully protected while new policy is developed.And,in
conformance with the County’s Declaration of a Climate Emergency,climate-protective
actions which reduce GHG emissions must not be delayed.
Conservation,Open Space and Working Lands Element Performance Measures
(p.7-46)
Add:the following measure for review every five years:
Increased quantity of renewable energy sources,including wind power generation
systems and solar energy facilities,along with microgrids,battery energy storage
systems,and associated technologies.
Chapter 8:Public Facilities and Services Element
Section:Just and Equitable Facilities and Services
PFS-A2.3 (p.8-6)
Suggest changing to:Implement and maintain urban greening and green infrastructure,
such as sustainable/green street projects,in Impacted Communities.
PFS-A2.4 (p.8-6)
Suggest changing to:Regularly assess Code Enforcement responses and Public Works
maintenance practices to ensure equitable implementation.Prioritize resources to keep
Impacted Communities safe and clean,emphasizing enforcement actions on issues
identified in Community Profiles
167
PFS-A2.6 (p.8-6)
Suggest changing to:Pursue public-private partnerships that will improve access to
reliable,fast internet and make digital resources available in Impacted Communities at
affordable prices.
Chapter 9:Health and Safety Element
Section:Air Quality
HS-P1.2 (p.9-4)
As written:“Participate in emission and exposure reduction,public education ...and
other programs that promote improved air quality,focusing on impacted Communities.”
Strengthen language:Change “participate in”to “prioritize.”
HS-P1.3 (p.9-4)
It’s not clear where to find the information indicated by the asterisk (and subsequent
asterisks).
HS-P1.4 (p.9-4)
“Require new industrial development to locate significant pollution sources as far away
from sensitive receptors as possible.”
Better:“at the maximum distance possible from sensitive receptors.”
HS-P1.6 (p.9-4)
“Require that any mitigation of air quality impacts occur on-site to the extent feasible to
provide the greatest benefit to local residents.For mitigation that relies on offsets,
require that the offsets be obtained from sources as near to the project site as possible.
If the project site is within or adjacent to an Impacted Community,require that
offsets/mitigation be located within that community unless determined infeasible by the
County.*”
168
Without explanatory material—where exactly is the information to which the asterisk
refers?—it is very hard to understand this requirement.Offsets are not even defined in
the Glossary,and absolutely should be.Does this possibly reference BAAQMD’s
Regulation 2,Rule 2,and the Air District’s emissions offset program?The rule applies
to major-NSR (New Source Review)projects which produce precursor organic
compounds (POC),oxides of nitrogen (NOX),and PM2.5,all with adverse health
impacts.
We strongly agree that direct reduction of emissions at the source should always be
prioritized,and hope not see any approval of projects that would require mitigation from
offsets.This would be consistent with SC-A1.3 (e).
Perhaps the County can clarify where in its jurisdiction offsets are currently used and
how they might be employed in the future?
To be consistent with EJ commitments,it is essential that no pollution trade-off causes
any Impacted Community to experience “offset”pollution.
Section:Air Quality in Impacted Communities
HS-P1.10 (p.9-5)
“Support efforts to provide HVAC upgrades and portable
clean air filters to persons who live in Impacted Communities
and other areas burdened by disproportionate exposure to
poor air quality.”
Add:Provide air filtration in schools that are in close proximity to industrial facilities.
HS-A2.1 (p.9-8)
“Partner with community members and regulatory agencies to prepare a
community-scale plan for reducing and mitigating air pollutant emissions and industrial
hazards,such as pipeline risks,accidents,potential water or soil contamination,and
impacts to sensitive ecological
resources for each Impacted Community,or group of Impacted Communities,as
appropriate.”
Add:monitoring and data collection to the community-scale plan,as in HS-A2.2.
169
HS-A2.3 (p.9-8)
“Conduct a housing condition survey in Impacted Communities to identify units likely
requiring upgrades to provide adequate protection from toxic releases.Based on the
survey’s findings,target outreach to provide information about weatherization and
similar improvement programs.”
Add:Additionally,in Impacted Communities where housing is owned and managed by
the County,conduct Health Impact Assessments on an annual basis,and evaluate the
feasibility of relocating residents living directly on the fenceline of heavily polluting
facilities.
Section:Greenhouse Gases
Greenhouse Gases Description
“To support its GHG emissions reduction goals,[and State climate goals],the County
strives for net-carbon neutrality through a [gradual]transition to renewable and
carbon-free fuels….”
Add the bracketed reference to State goals,and substitute “timely”or “expeditious”for
“gradual.”
HS-A3.1 (p.9-10)
Regarding (d):GHG reduction measures and strategies with quantifiable outcomes
Add:“including measurable goals or policies that track actual emissions reductions
achieved,such as amount of waste diverted or number of buildings converted to electric
appliances.
Regarding (f):The implementation and monitoring program needs to include reporting
at least annually.The reporting also needs to be easy for the public to access,so that
county residents can be updated and adequately prepared to participate in future plan
revisions.Some type of a dashboard like that used by San Jose is recommended to
track measurable goals around work and progress to date.
170
Section:Climate Change,Resilience,and Adaption
HS-P4.3 (p.9-13)
“Discourage new below-market-rate housing in High and Very High Fire Hazard Severity
Zones,the Wildland-Urban Interface,and Alquist-Priolo Fault Zones.If
below-market-rate housing must be constructed within these zones,require it to be
hardened or make use of nature-based solutions to ensure it remains habitable to the
greatest extent possible.”
Comment:This should apply to all new housing.Catastrophic wildfire threatens
everyone in its path,regardless of race or class,and any new housing in fire-prone
areas potentially impacts all surrounding communities.
HS-P4.6 (p.9-13)
“In hazard-prone areas,such as slopes exceeding 15 percent,mapped floodplains,
High and Very High Fire Hazard Severity Zones,and Alquist-Priolo Earthquake Fault
Zones,allow for decreased residential density,including below the minimum density
requirement for the applicable land use designation,as the severity of risk increases.*”
Substitute “encourage”for “allow.”
Section:Sea level rise
HS-P6.3 (p.9-26)
“Require new industrial development in areas subject to sea-level rise,emergent
groundwater flooding,or tsunami inundation to provide plans for prevention and
remediation of any contaminant releases induced by these hazards,along with bonds
that guarantee remediation plans are implemented.Remediation should meet standards
that protect people and the environment in the event of future permanent inundation.”
Comment:This requirement should also apply to existing industrial facilities.(Perhaps
it could be better incorporated into HS-P9.5).
171
Section:Management of Hazardous Materials and Hazardous Waste.
HS-P9.5 (p.9-42)
“Require facilities that manage hazardous materials or hazardous waste in stationary or
fixed storage tanks and that are in areas at risk of inundation from sea-level rise and
flooding to conduct sea-level rise studies to address the risk of hazardous materials
release from rising water levels,including rising groundwater.Require these facilities to
incorporate best management practices to reduce the risk of release.”
Additionally,facilities should “provide plans for prevention and remediation of any
contaminant releases ...along with bonds that guarantee remediation plans are
implemented,”per HS-P6.3.
HS-P9.9 (p.9-43)
Change:“discourage,”“prohibit.”
Thank you again for the opportunity to offer these comments and suggested language changes.
We look forward to discussing key points with you and getting your feedback on the items in this
letter.
Signed by:
Shoshana Wechsler,Sunflower Alliance
Marti Roach and Lisa Jackson,350 Contra Costa Action.
Arthur Bart-Williams,Grid Alternatives Bay Area
Bruce Ohlson,Bike East Bay
172
CONTRA COSTA COUNTY
Staff Report
1025 ESCOBAR STREET
MARTINEZ, CA 94553
File #:24-1279 Agenda Date:5/13/2024 Agenda #:9.
TRANSPORTATION, WATER & INFRASTRUCTURE COMMITTEE
Meeting Date:May 13, 2024
Subject:Communication, New, Miscellaneous Items of Interest to the Committee
Submitted For:TRANSPORTATION, WATER, & INFRASTRUCTURE COMMITTEE
Department:DEPARTMENT OF CONSERVATION & DEVELOPMENT
Referral No:N/A
Referral Name:N/A
Presenter:John Cunningham | DCD
Contact:John Cunningham (925)655-2896
Referral History:
This is a standing item on the TWIC Agenda.
Referral Update:
·April 26, 2024: Santa Barbara Independent |E-Bikes Need More and Bigger Bike Lanes
·April 30, 2024: CCTA: Regional Transportation Planning Committee Memo
·January 8, 2024: San Mateo Daily Journal |New bill pushes Bay Area transit consolidation
·April 26, 2024: Press Release:AC Transit, and BART Announce Partnership with Spare Labs to
Modernize Paratransit Services
Recommendation(s)/Next Step(s):
RECEIVE information and DIRECT staff as appropriate.
Fiscal Impact (if any):
None.
CONTRA COSTA COUNTY Printed on 5/8/2024Page 1 of 1
powered by Legistar™173
Support theS.B.
Independent
Got aScoop?
E-bikes Need More and Bigger Bike Lanes
Cities Need to Build Infrastructure for the Future
By Trisalyn Nelson
Fri Apr 26, 2024 | 3:04pm
Santa Barbarians have already embraced a exible, affordable, and sustainable form of transportation — the e-bike. |
Credit: Courtesy
Earlier this month, Santa Barbara’s City Council released a climate action plan that set the goal of being
climate neutral by 2035. In the U.S., 30 percent of carbon emissions are from transpor tation. To become
a climate-neutral city, we will need sustainable transportation options.
174
Santa Barbarians have already embraced a exible, affordable, and sustainable form of transportation —
the e-bike. It makes sense. Santa Barbara’s geography is perfect for e-biking. We have fair weather year-
round, low density, and lots of hills. Additionally, e-bikes have been shown to increase the distance
people will travel (from about 3 to 6 miles) and increase the number of women riders. Recent data
collected by my team at UC Santa Barbara shows that in Santa Barbara and Goleta, e-bikes account for
nearly 50 percent of all bikes.
Not everyone is delighted by the arrival of e-bikes on our streets. E-bikes are disrupting transportation in
Santa Barbara. In par t, because e-biking is happening on roads and paths that were not designed for
their use. Consequently, people are concerned about safety, especially the safety of our teenagers.
The evidence on how to incorporate e-biking safely on our roads is still being compiled. So how do we
set policy to improve e-bike safety today?
The answer is to build more and bigger bike lanes.
All evidence shows that bicyclist safety requires separation from motor vehicles. When there is a strong
barrier between vehicles and bikes, the odds of crashing are one-tenth that of biking near cars.
Adding e-bikes to bike lanes has some of the same challenges as having fast and slow bicyclists sharing
the same space. The behavior and speed of a spandex-clad bicyclist aiming to set a personal record is
not the same as a typical commuter or a family riding with young children. Especially for heavily used
bike lanes, fast bicyclists maneuvering around slower bicyclists can cause con ict and crashes.
Interestingly, similar safety issues also emerge when walkers and bicyclists share the same space.
We are still conducting research that will provide decision makers with evidence on the best way to
integrate e-bikes safely into our transportation network. However, we do have a wealth of research that
has shown that different modes of transportation tend to be safest when separated from other modes.
Vehicle drivers, bicyclists, and pedestrians all bene t from having their own space. Even mixing
pedestrians and bicycles on multi-use paths has been shown to increase risk of crashes, and the
recommendation is to create more space and designate use areas.
More and bigger bike lanes will help us build a transportation system that is future proofed. It will be
able to handle increased demands and have enough space for multiple types of transpor tation that will
be needed to meet climate goals.
Even the best bike infrastructure will not completely stop the risky behaviors of teen e-bikers. I have seen
the same things you have — kids e-biking on phones, no helmets, and multiple people on one bike. But,
some of the most dangerous behavior, such as sidewalk riding, is the result of not having appropriate
safe space for e-biking, and separating e-bikes from cars will reduce the consequence associated with a
lot of risky behavior we commonly see on e-bikes.
175
To be sure, the carbon bene ts of e-bikes cannot be accomplished with other electric vehicles (EVs)
alone. The carbon required to make an electric vehicle, cost of purchase, and impact on the grid means
EVs cannot be the only solution. E-bikes are less expensive, more sustainable to build, and run on much
less energy. E-bikes and EVs complement one another, and many forms of transportation should be
supported if we hope to make carbon neutrality real.
Cities need to build infrastructure for the future. More and bigger bike lanes will future proof our
transpor tation network, supporting transportation changes needed to reach climate neutrality. E-bikes
are disruption, but the tension brought by disruption is an opportunity for change and innovation. Santa
Barbara can be a national leader in how to build a carbon-neutral city and transportation system, which
must include safe e-biking. Imagine if we succeed! Fewer cars, less air pollution, reduced carbon
emissions, and more freedom to move safely and sustainably through our city.
Trisalyn Nelson is the Dangermond Chair of Geography and a Public Voices Fellow of The OpEd Project
and the University of California, Santa Barbara. In 2014, Prof. Nelson founded BikeMaps.org website for
crowdsourcing bicycle safety data globally.
Mon Apr 29, 2024 | 21:02pm
https://www.independent.com/2024/04/26/e-bikes-need-more-and-bigger-bike-lanes/
176
COMMISSIONERS
Newell Arnerich,
Chair
Lamar Hernandez-
Thorpe, Vice Chair
Ken Carlson
Paul Fadelli
Federal Glover
Loella Haskew
Chris Kelley
Aaron Meadows
Sue Noack
Scott Perkins
Renata Sos
Timothy Haile,
Executive Director
2999 Oak Road
Suite 100
Walnut Creek
CA 94597
PHONE: 925.256.4700
FAX: 925.256.4701
www.ccta.net
MEMORANDUM
To: Matt Todd, TRANSPAC
Chris Weeks, SWAT
Robert Sarmiento, TRANSPLAN
Sai Midididdi, TVTC
John Nemeth, WCCTAC
Sivakumar Natarajan, LPMC
From: Timothy Haile, Executive Director
Date: April 30, 2024
Re: Items of interest for circulation to the Regional Transportation Planning
Committees (RTPCs)
At its April 17, 2024 meeting, the Authority discussed and approved the following
agenda item recommendations, which may be of interests to the Regional
Transportation Planning Committees:
A. The Authority Board received two informational Quarterly Project Status
Reports providing the status of the current Measure Projects.
B. The Authority Board authorized the Chair to execute Agreement No. 694 with
OpenGov, Inc. in the amount of $379,535, to provide budgeting software
solutions, training, and support services, and allowed the Executive Director
or designee to make any non‐substantive changes to the language.
C. The Authority Board authorized the Chair to execute Funding Agreement No.
674 with the City of Concord, to provide local match funding in the amount
of $155,473 to match the $1.2 million in awarded Community Project
177
RTPC Memorandum
April 30, 2024
Page 2
Funding/Congressionally Directed Spending Grant funds, which will be
applied towards all phases of the Intelligent Transportation Systems/Traffic
Signal Modernization (Project 31007), and allowed the Executive Director or
designee to make any non‐substantive changes to the language.
D. The Authority Board authorized the Chair to execute Funding Agreement
No. 672 with the Town of Danville, to provide local match funding in the
amount of $129,561 to match the $1 million in awarded Community
Project Funding/Congressionally Directed Spending Grant funds, which will
be applied towards all phases of the Intelligent Transportation
Systems/Traffic Signal Modernization (Project 31008), and allowed the
Executive Director or designee to make any non‐substantive changes to
the language.
E. The Authority Board approved Resolution 24‐17‐P, which will appropriate
$115,000 in Measure J Program 28b funds for the Richmond Parkway
Transportation Plan.
F. The Authority Board authorized the Chair to execute Real Property Services
Agreement No. 692 with Contra Costa County in the amount of $320,000,
for Right‐of‐Way acquisition services for the Interstate 680/State Route 4
Interchange Improvements, Phases 1, 2A, and 4 (Project 6001), and
allowed the Executive Director or designee to make any non‐substantive
changes to the language.
G. The Authority Board approved Resolution 24‐15‐G supporting Eastern
Contra Costa Transit Authority’s allocation request for Regional Measure 3
funds in the amount of $6,670,000 for bus replacement and a hydrogen
fueling station and approved forwarding the resolution and
recommendation to the Metropolitan Transportation Commission
H. The Authority Board approved sending the preliminary draft fiscal year
2024‐25 Congestion Management Agency budget to the Chair of the Public
Managers' Association for circulation and approval from each member and
authorized staff to make minor refinements to the budget as‐needed prior
to circulation.
178
RTPC Memorandum
April 30, 2024
Page 3
I. The Authority Board authorized the Chair to execute Agreement No. 693
with Zoon, in an amount not‐to‐exceed $4 million, to provide PPM services
for the construction program from April 17, 2024 through June 30, 2029,
and allowed the Executive Director or designee to make any non‐
substantive changes to the language.
*To view the full meeting packet with additional agenda item information, please visit
our meetings webpage here. Attachments to the Authority Board packet can be found
in the Administration and Projects Committee and Planning Committee packets as
referenced in the staff report.
179
https://www.smdailyjournal.com/news/local/new-bill-pushes-bay-area-transit-consolidation/article_9a33af5c-ae0a-
11ee-b99b-0f843e5bd27a.html
FEATURED
New bill pushes Bay Area transit consolidation
State senator aims for regiional transportation mergers
By Alyse DiNapoli, Daily Journal staff
Jan 8, 2024
Bay Area transit consolidation talks are building momentum at the state level, as state
Sen. Aisha Wahab, D-Hayward, introduced a bill on Thursday, Jan. 4, requiring the
California State Transportation Agency to create a consolidation plan for the nearly 30
transit agencies across the Bay Area’s nine counties.
180
Senate Bill 397 is a result of what
Wahab says is a piecemeal transit
network that fails to substantively
provide better ridership experiences,
not to mention improved scal
positions.
“It never made sense that there are 27
of cial public agencies in the region. ...
If each agency had ve board members
or more, that’s well over 100 people
making decisions for the Bay Area,” she
said. “There are way too many chefs in
the kitchen.”
Stunning New Camper Vans
New Camper Vans Are Turning Heads And On Sale.
Discover Deals With Top Searches
All Things Auto Open
While the bill does not mandate action on speci c strategies, it states the California
Transportation Agency would have to develop an outline of how consolidation could be
achieved.
Aisha Wahab
181
Consolidation talks have become more commonplace within the Metropolitan
Transportation Commission — a regional nancing and coordination body across the
Bay Area — which recently conducted polling and research on how the public feels
about agency mergers, as well as how the commission can strengthen their authority
over local agencies. State Sen. Scott Wiener, D-San Francisco, is also expected to
introduce legislation over the next month related to the matter.
But Michael Pimentel, executive director of the California Transit Association, said
such an overhaul would undermine existing network enhancement efforts.
“Work is currently underway to better coordinate the services provided by Bay Area
transit agencies. What’s more, the state has just launched a new process, created as
part of last year’s transit funding package, to facilitate a more connected transit
system statewide,” he said. “We believe these processes should be completed, and their
improvements implemented, before the legislature considers legislation that would
have signi cant and sweeping impacts on governance structures, state and local
funding programs, and transit agency workforces.”
Such discussions have also caused friction between some of San Mateo County’s transit
agencies and the MTC. Some board members on Caltrain and SamTrans, the county’s
transportation agency, have voiced opposition to such mergers, citing the negative
impacts it would have on their relatively healthy scal position and operations,
particularly compared to BART, which faces a $300 million budget de cit.
Stunning New Camper Vans
New Camper Vans Are Turning Heads And On Sale.
Discover Deals With Top Searches
All Things Auto Open
During a December SamTrans meeting, Board Member Marina Fraser said a Caltrain-
BART consolidation would result in the county’s taxpayer funds being drained into
BART, and that the rail agency should “clean up their own house before they try to look
at other people who are doing well.”
182
Alyse DiNapoli, Daily Journal staff
Daily Journal staff
MTC Commissioner and Millbrae Councilmember Gina Papan has also repeatedly
voiced concern over BART’s mismanagement and stated the MTC should instead focus
on providing stricter oversight of poorly performing agencies.
But Wahab noted local transit leaders must focus on what is best for regional ridership,
not on preserving their own agencies in a silo.
“The Bay Area is not one speci c city. We represent a region, and that’s how it should
be thought about,” she said. “Everyone wants their own little kingdom … and, at the
end of the day, people are choosing to use their own vehicles because driving is faster
in almost any scenario. I think this bill pushes the conversation on the real issue of
consolidation.”
She also stated MTC should be given more authority over transit agencies to make
swifter and meaningful reforms, stating they currently “have to babysit agencies,”
especially those who are not performing as well.
SB 397 will be discussed in the Senate Transportation Committee on Jan. 9 and will
have until Jan. 31 to pass the Senate.
alyse@smdailyjournal.com
(650) 344-5200 ext. 102
alyse@smdailyjournal.com
(650) 344-5200 ext. 102
183
April 26, 2024
← P R E SS R E LE ASE S
Spare, AC Transit, and
BART Announce
Par tnership to
Modernize Paratransit
Ser vices
PRESS RELEASE FROM SPARE
184
Press Contacts
Lynda Chau
lynda@sparelabs.com
VANCOUVER, Canada — Oakland, CA, April 26, 2024
— In a significant move to enhance public transportation
for individuals with disabilities, Spare has announced a new
par tnership with Alameda-Contra Costa Transit District (AC
Transit) and Bay Area Rapid Transit (BART). This
collaboration aims to modernize paratransit services across
the Bay Area, integrating Spare's fully automated transit
platform to replace the outdated and manual system.
"AC Transit and BART have a proud history of jointly
providing Americans with Disability Act (ADA)
complementary paratransit services for the past 30 years.
Over the decades, however, innovations like GPS, vehicle
capacity, traffic sensors, and more have revolutionized the
on-time performance and frequency of public transit but
have not blazed the same trail in paratransit,” said Michael
Hursh, CEO & General Manager of AC Transit, speaking on
behalf of both AC Transit and BART.
185
"As a result, the policymaking boards of each Bay Area
transit agency have awarded Spare a $4.5 million contract
to overhaul the nearly 25-year-old East Bay Paratransit (EBP)
system’s operating platform. Spare's turnkey implementation
will soon offer EBP the modernity of dynamic vehicle
optimization, self-service trip booking and cancellations, all-
new call center features, and a contactless paratransit fare
payment application, to name a few," added Hursh.
"Spare's track record of cost control, reliable product, and its
people will do much more than upgrade East Bay
Paratransit's operating platform. Instead, it promises to
elevate the commute to medical facilities, schools,
workplaces, and social engagements for some of the Bay
Area’s most deserving riders," said AC Transit's CEO and
General Manager, Michael Hursh.
With Spare’s innovative so ware as a foundation, EBP also
has the opportunity to commingle their paratransit with
future microtransit services and leverage the combined
fleets to offer extensive flexibility to riders and achieve even
greater cost efficiency.
"Building on AC Transit and BART 's longstanding
commitment to providing ADA complementary paratransit
services, Spare is excited to contribute to the next era of
enhanced transit solutions," said Spare CEO Kristoffer Vik
Hansen. “We're poised to support AC Transit and BART in
making significant improvements in accessibility and
suppor t for Bay Area paratransit riders, ensuring their
journeys are efficient, positive and empowering.”
###
186
About
Spare specializes in providing transit agencies with the technology
to launch microtransit services and modernize ADA paratransit
systems. The company focuses on enhancing transportation access
for underserved communities, offering a comprehensive suite of
so ware tools tailored to meet each agency's unique requirements.
Known for powering over 10 million rides globally, Spare is
recognized as a reliable provider of ADA-paratransit and
microtransit solutions and has partnered with top agencies such as
Dallas Area Rapid Transit (DART), Pinellas Suncoast Transit Agency
(PSTA) and Austin’s CapMetro. For more information, please visit
www.sparelabs.com.
POST SHARE POST PRINT EMAIL
187