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Home My WebLink AboutAGENDA REPORT 1988 0907 CC REG ITEM 11JITEM Me rno27-arldu m 7'o : Horlou ra b1 4---- C:1 -t y C__.OL1 11C 1 1 _'turn: E1 of 13 rOwr1 -L-'-) e3L A P —,-; P ID -t- 1 , 1 'D Ei �-3 1-2P : I-2(E�gi ornal. Mo1::)i 1 Z -ty F'L,ai�L This is a brief precis or overview of the regional Mobility Flans as presented by SCAG.VCAG has suggested that each council schedule a presentation of the four plans.In this memo I will attempt to bring the crux of the suggestions to the members of the council and we can determine the need for further presentations. SCAG has calculated that the five county region of Ventura,L.A. Orange,San Bernadino and Riverside counties will be home to 18.3 million people by the year 2010. Four strategies to provide mobility in the region have been proposed, briefly as follows: 1- Business as usual with freeway improvements and new highway corridors throughout the system.The freeway improvement mentioned in this strategy in Ventura is only the 23/118 connector. Vehicle lane improvement or HOV lanes on nearly all freeways. Rapid transit improvements two commuter rail corridors,ten heavy rail corridors,eight light rail corridors and 121 park and ride lots. "Smart Freeway "technology,Callbox service and other system management programs. 2- Combines transportation system development with regional growth management and job- housing balance. Similar freeway system improvements with the same level indicated for Ventura. r,.: �..�;� :.J of 2-2 ACTION: 9 /n+ By HOV lanes,the need for which is supported by the implementation of South Coast Air Quality Management District's Regulation XV. Similar rapid- transit systems are suggested Strategy 2 redirects job growth to job poor regions through various policies,including exactions,environmental regulations ,redevelopment,enterprise zones etc.it would also redirect housing growth to job -rich regions through similar means. The demand management Actions and System management Actions are included as in Strategy 1. 3 -is designed to achieve mobility through Demand Management and Job- Housing Balance. Freeway system improvements would be fewer,of interest to us is that in this strategy, 23/118 connector is not specifically mentioned. Rapid Transit Improvements would be needed Job - Housing balance would be implemented Demand Management programs would be needed.as would system management programs. 4 -this strategy proposes and extensive Demand Management Program with facility improvements to complete the system. Extensive freewy system improvements and additions are proposed,with one in Ventura county,the 23/118 connector. HOV lanes are proposed,as are Rapid transit Improvements. No Job - Housing program associated with this strategy. Demand management and System Management Actions are a part of this strategy. A careful look at the maps provided in the Draft plan indicates very little address to our local area except for the proposal for some mixed flow lanes on local freeways. How does all this get paid for? Financial Strategies include the following possibilities:sales taxes,gasoline taxes,parking fees ,truck weight and vehicle fees.More are benefit assessment fees,community facility fees and development impact fees. User fees might include toll financing of highways and increased transit fares. Summary of Costs in 1987 dollars in Millions Comment:The most likely proposals would seem to me to be a combination of Strategies 2 and 3. Overall in the strategies proposed,Ventura County is a very minor player and Moorpark merely a part of the scenery.The proposals of the strategies,in the main serve Los Angeles County well. The best thing for us is that Moorpark is proposed as a stop on the commuter rail line.We do not have a stop on the San diego -Santa Barbara run although we are really very convenient for Thousand Oaks and the Somis area. The Draft Plan has been at city offices for some time and some of the council are familiar with it.SCAG can arrange a presentation that deals with the strategies,in depth,if the council wisher such. In the meantime,the council might wish to advise on direction to be taken at VCAG. Strategy 1 2 3 4 Capital Cost $110,704 84,456 42,028 56,127 Annual Operating 1,582 1,408 3,732 4,002 Capital Cost Shortfalls 96,251 71,724 29,420 41,648 Annual Operating Cost Shortfall 323 223 2,195 2,368 Comment:The most likely proposals would seem to me to be a combination of Strategies 2 and 3. Overall in the strategies proposed,Ventura County is a very minor player and Moorpark merely a part of the scenery.The proposals of the strategies,in the main serve Los Angeles County well. The best thing for us is that Moorpark is proposed as a stop on the commuter rail line.We do not have a stop on the San diego -Santa Barbara run although we are really very convenient for Thousand Oaks and the Somis area. The Draft Plan has been at city offices for some time and some of the council are familiar with it.SCAG can arrange a presentation that deals with the strategies,in depth,if the council wisher such. In the meantime,the council might wish to advise on direction to be taken at VCAG. The problem. Today's traffic congestion will progress to gridlock by 2010 — unless Southern California's leaders find a way to avoid it. There may not be enough money, land, or time to simply build our way out of the caning congestion. The highway construction projects already programmed — the centzuy Freeway, the extension of I -15 as a six -lane freeway in San Bernardino county, the Route 30 and Route 330 additirons in San Bernardino county, numerous highway widenings and restripings — will not by themselves avert it. la ::M•� • • N • =.Tc� j-Mo ffI = 777=_. W tic!••: r By 2010, daily trips and work commutes on the region's streets and freeways will increase by 42 %: 1984 2010 MM TRIPS (millions) 40.2 ... 57.0 WCIRK CXM41M (millions) 7.3 ... 10.3 That figure translated means that for every 1000 vehicles on the road today, there will be 1420 tomorrow. For every lane -mile of freeway eot7gestion we experience today, 22 lane -miles will be congested in 2010. Average systemwide speed will drop from 31 MPH to 19 MPH, and HALF of travel time will be sperm in delay. The greatest increase in trips will occur in Riverside and San Bernardino counties. New populations will tend to settle in outlying counties where housing is more affordable, but they will caaazte every day to Change and Los Anger counties, where the jobs are located. This separation of job location and housing location is a major contributor to our transportation woes. VMT (Vehicle Miles Traveled) will rise 69% in the morning peak, 71% in the evening peak. Because most workers begin the day at approximately the same time, Vehicle HOURS of travel rise by 365% in the morning rush. Congestion already saps the region's economic energy and its citizens' quality of life. Unless solutions are found quickly, conditions will became unbearable. Existing Plans and Programs. There are various transportation plans on the books in this region which attempt to solve predicted congestion problems. These plans do not go far enough in meeting the challenges of the tremendous growth we anticipate. Analysis of these plans in a system options evaluation, indicates that we would still spend more than a third of our travel time in stop and go travel and rush hour speeds would average under 20 miles per hour. These plans employ a facilities approach and a constrained financial picture. The plans do not provide a comprehensive look at land use, demand management and financial strategies. The Urban Mobility Strategy. SCAG's Preliminary Draft Regional Mobility Plan presents possible strategies for a000mrodating the huge increases in the region's popula- tion and employment. The strategies show a different proportion or combination of methods for dealing with growth (Figure II -8). The methods for addressing regional mobility are: 1) Job/Homing Balance -- a shift to locate jobs and housing near each other to produce shorter can niter; 2) Facility Development — an emphasis on new construction and expansion of the existing system; 3) Demand ManagMent -- an emphasis on changing driver behavior to lessen demands on the system; 4) System Management -- an emphasis on methods for improving the performance of the existing system. Each of the four strategies has an accompanying system description showing has the strategy would be carried out, and its costs and impacts on the region. Each strategy is described in terns of the improvements that would be required to the freeways, High oompancy Vehicle lanes, and rapid transit, as well as the necessary job /housing balance, demand management, and system management actions. The descriptions are followed by three maps that show the improvements to the freeway ..1�1 1 11 •• •D • I •• X115• ►• •' .y system, HFV system, and rapid transit system that would occur under each strategy. The financial scenarios setting forth the capital and operating costs for each of the strategies, and for supplementary revenue to fund them, are in Tables 1-4 at the end of the system discussions. Stra 1, a facility response, emphasizes adding capac ty to the th ansp x t aticn system to meet projected ground a ari -1— Cation nestle. It has the highest capital cost, as well as fairly substantial operating costs. Strategy 2, a , Job/Housing Balance response, combines transportation system c3evalopnent with regional 9ra►th management and job/housing balance for iRzaJsd mobility. Capital costs are about 25$ laser, and operating costs are slightly lower than those in Strategy 1. Stra 3, a productivity and efficiency response, is designed to i=wse mobility through demand-management and job /housing balance measures, building fewer, facili- ties. Capital costs are significantly lower than in the other strategies but operating costs are more than twice those of the other strategies. The significant �� in frdividual driving and empsvyment pntteaas Strategy 4 combines and facility- man agem : 1, approaches to most mobility needs. Like Strategy significant s. changes, in individual travel CMpital costs are higher than in Strategy 3 due to the absence of any balance ; - r grmw which reduce the need for moans rapid transit lines and freeway lanes for the lager a wt -west trips. 2 The four strategies are meant to stimulate discussion The final Mobility Plan will utilize these strategies kart may not be exactly the same as anv one of the strategies areas, ports, and other aspects of a Rsaional Mobility The strategies are discussed in detail in the following pages. Figure II — 8 URBAN MOBILITY STRATEGIES STRATEGY STRATEGY STRATEGY STRATEGY ONE TWO THREE FOUR SYSTEM MANAGEMENT SYSTEM MANAGEMENT JOBS/HOUSING BA 111 11111111 lit I'1l1'111v11111IIIi16*1`Ifit 111 11111 Illllli DEMAND `11111 IIIIIII oft IIIIIIIII Moto IIIIII� SYSTEM MANAGEMENT �1�1�1�1�1�1�1�1�1► 1�1�1�1�1�1�1�1�1�1�1�1 ►Ii1�l�ii R 11111111111111111 f l l l l l t 111 11111 i 1 i 1111111111111111 IIIIIII111111111111 111111111III11 li illllll DEMAND 111I1� 111 MANAGEMENT 111 IIIIIIII too 11111N111111111off FACILITY DEVELOPMENT PREFERRED STRATEGY SOME COMBINATION OF ( FACILITY DEVELOPMENT DEMAND MANAGEMENT 1 I I SYSTEM MANAGEMENT I I I I I I JOBSIHOUSING BALANCE I I I — -- -- — - -- - -j 1..mm SYSTEM MANAGEMENT JOBS/HOUSING BA 111 11111111 lit I'1l1'111v11111IIIi16*1`Ifit 111 11111 Illllli DEMAND `11111 IIIIIII oft IIIIIIIII Moto IIIIII� SYSTEM MANAGEMENT �1�1�1�1�1�1�1�1�1► 1�1�1�1�1�1�1�1�1�1�1�1 ►Ii1�l�ii R 11111111111111111 f l l l l l t 111 11111 i 1 i 1111111111111111 IIIIIII111111111111 111111111III11 li illllll DEMAND 111I1� 111 MANAGEMENT 111 IIIIIIII too 11111N111111111off FACILITY DEVELOPMENT PREFERRED STRATEGY SOME COMBINATION OF ( FACILITY DEVELOPMENT DEMAND MANAGEMENT 1 I I SYSTEM MANAGEMENT I I I I I I JOBSIHOUSING BALANCE I I I — -- -- — - -- - -j URBAN MOBILITY GOALS ITNRA M GOAts fTRATwf I GDAS STRATICT 2 GOALS STRATEGY ] GOALS 6. TO III COMPATIBL2 VITO THE ENVIE- TO III COMPATIBLE VITI THE DMR- ONMIrrT AND TO SUPPORT THE AIR ONMENT AND TO SUPPORT THE AIR OMW AND TO SUPPORT THE ALI StAATtcT A GOALS 1. TO ATTAIN AND NADTAIN MOBILITY IN AN TO ATTAIN AND MAINTAIN MOBILITY IN TO ATTAIN AND MAINTAIN MOBILITY IN TO ATTAIN AND MA1NTAl7i MOBILITY IN Or CETDIUMG POPULATION SOUTH COAST, SOUTHEAST DESERT, AND AID HCOIDNIC QOY[K AN BNYIAONENT or CONrmaNG POPULATION Alm ECOIWIIC Qam AN ENVIRONMENT OF CONTIIRM AN DNIAONIEIT Or CONTIMNG SOUTH CENTRAL COAST All BASINS rorULATION AND ECONOMIC CROVM rorULATION AND ECONOMIC CROVTR TO PROVIDE SUFPICYIE T CAPACITY TO SAn.T AND t / ►ICIINTLT MEET TIE TO PRO U MAXIM POSSTBLZ CAPACITY TO WELT AND l"ICIWrLT MEET TEE TO PROVIDE SUFVICIINT CAPACITY TO TO PROVIOt TIE NDIDRM NICZSSART TO PROVIDE THE KENIMUN MECtSSART DEMAIM TO MOVE PEOPLE AND GOODS DINAND TO NOVI PEOPLA AND GOODS SAPELT AND E►►ICIVaL7 NETT THE DEMAND TO MOVE PEOPLE AND GOODS CAPACITY TO SAFELY AND EPPICIEMLT CAPACITY TO SAFELY AND EFFICIENTLY RESULTING FROM TRE POPULATION, RESULTING FROM THE OWNRALL LAM OP RESULTING FROM THE ORAL, IJIVIL MEET THE DEMAND TO MOVE PEOPLE AND GOODS RESULTING FROM THE OVERALL MEET THE DEMAND TO MOVE PEOPLE AND EMPLOYMENT, LAND USE, AND ROUSING GROVTB PROJECTED IN THE AKGIONAL POPULATION, tMPLOTNINT, NAND USE AND HBUSDC QOM PROJECTED IN THE OF POPULATION, EMPLOYMENT, LAND LERL OF POPULATION, R►LOYMENT, LAM GOODS RESULTING FROM TEE OVERALL IMIL OF POPULATION, EMPLOYMENT, LAND ORVRLatHm WIDE BASILDS Gl K 17WNLTION USE, AND ROUSING GROVTH PROJECTED IN THE BASIL 13M QOgPO PAO.IELTION USE, AND ROUSING chows PROJECTED USE, AND HOUSING GROVM PROJECTED IN THE BASiI.IIM (10QTH ROJtLTIOM IN TEE SASILINK NiOVTf PROJECTION 2. TO IL ACCESSIBLY TO RVQTONE IN TEE REGION INCLUDING THE ELDERLY, TO RE ACCESSIBLE To EVHETONE IN TOR REGION INCLUDING THE KIM UY, TO RE ACCESSIBLE To EVnTONE IN TO It ACCESSIBLE To EVERTONE IN TO It ACCESSIBLE TO EVERYONE IN THE RANDICEPPED. AND THE TRANSIT THE NAIDICAPPIO. AND THE TRANSIT THE REGION INCLUDING THE ELDEILT, THE RANDICAPPID. AND TIE TRANSIT THE REGION INCLUDING THE ELDERLT, THE REGION INCLUDING THE ELDERLY, DEPI)MINT DH ammw DEPENDENT TIE HANDICAPPED, AND THE TRANSIT THE RANDICAPPED, AND THE TRANSIT DEPENDENT DEPENDENT J. TO RE ADAPTABLE, TO RESPOND To CHANGES IN TRAVEL BEHAVIOR OVER TIRE. AID TO I NDOUILAGI ORSIRAAR2 CHANGES SUCK AS SKOAT1rR TRIP LDN.TRS AND SWULTIONS IN BASIC TRAVEL DEMAND A. TO It MALANCED, UTILIZING A COST - IP►EC,TIVE MII OF MODES INCLUDING AUTOMOBILES, TRUCKS, BUSES, VANS, RAIL, NONIOTORIZW VESICLES, AND NEV TRQDLOGIRS S. TO MAZIIZR THE R" TIVE USE OF EaSTDIG FACILITIES IT IMFLtKZMTIMG SYSTEM MANAGRER TECWIQUES IN A COST- tFrELTIVH MAN= TO BE ADAPTABLE AND TO RESPOND TO CHANGES IN TRAVEL R MV70A OVER TIME TO ACKIM A COST- IFFICTVI MII OF MODES INCLUDING AU`rOWIILNS, TRUCKS, BUSES. VAN. RAIL, NONMOTOILIZED VREICIES. AND NIV TECMLOGIBS TO ASSURE THE FmoDuCTIVN Ust or FACILITIES IT IMPLDUWIMG STSTZM MANAGENW TACWIOURS IN A COST - ERECIIVE NYMEA, rUnCMARLT TKOSR HEIU7 IN(3 ELSE an or Qa OccurANLT "l` TO BE ADAnAALI AND TO RESPOND TO CHANGES IM TRAVEL DEEAVIOR OVG TIME TO ACKIM A COST- EFFECTIVE MIX Of MODES INCLUDING AUTONO /ILLS, TRUCKS, BUSES, VANS. RAIL, MONIOTORIZED VIRICLES AND NIV TtCWOOLOGIES TO ASSUME THE PRODUCTIVE USE OF FACILITIES THEOU GN IIIT GRATEO CROWN NANAGZMW AND TRANSPOR- TATION STSTIN ONVILOPIEIT AND IT INFLLMENTING SYSTEM AID DRUM MANAGAM W TLCWnQUIS IN A COST - EFFECTIVt MAMA, PARTICULARLT TOM MCM DNQRLU Tn ust OF Qa OLYUPANCT VwCIES TO $t ADA TAIL Z AID TO ENN000MACI MAJOR CRAIGAS IN TRAVEL RERAVIOR INCLUDING ACTH REDUCING THE NRMER OF HOMO -TO -VOW TRIPS AND REDUCING USE OF TIM SIACIJI- OCCUPANT AM TO ACWM TU MOST EPPICDDR MIX OF MODES INCLUDING AUTOMOBILES, TRUCKS, BUSES, VANS, RAIL, MONMOTORIZED VESICLES AND NEW TECHNOLOGIES TO NAlnUZZ TIRE PRODUCTIVE USE Of EXISTING FACILITIES ET IMPLEMENTING SYSTEM AND DEMAND MANAGEMENT TECHNIQUES IN A COST- I►FECTIVI KAMM TO It ADAPTAI1E AND TO DICOIDUCt MAJOR CRAMGIS IN TRAVIL BEHAVIOR DEEM= IOTI REDUCING THE MUMMER OF IM-M -V= TRIPS AND REDUCING USE OF THE SDNCLI- OCCUPANT AUTO TO &CUM THE NOSY tmCIONT NIX OF MODES INCLUDING AUTOMOBILES, TRUCKS, $USES, VANS, RAIL, NOMMOTORIZED VEHICLES AND NIV TECHNOLOGIES TO NAXINIZE THE PRODUCTIVE USE OP EXISTING FACILITIES BY IMPLEMENTING SYSTEM AND DEMAND MANAGEMENT TECHNIQUES IN A COST - EFFECTIVE KA MIE TO RR COMPATIBLE VITO THE ENVIR- ONMENT AND TO SUPPORT THE AIR QUALITY MANAGIKWT PLANS OF THE SOUTH COAST, SOUTHEAST DESERT, AND SOUTH CENTRAL COAST AIR BASINS TO ACCDMODATE THE PATTERN OP DEVELOP- KENT -CALLED PoR IN THE RAStLIIR CROM PROJECTION TO BE COMPATIBLE VITI TIE ►NVIR- TO BE COMPATIBLE VITH THE ENVIR- 6. TO III COMPATIBL2 VITO THE ENVIE- TO III COMPATIBLE VITI THE DMR- ONMIrrT AND TO SUPPORT THE AIR ONMENT AND TO SUPPORT THE AIR OMW AND TO SUPPORT THE ALI omw AND TO SUPPORT TAR AIM QUALITY MANAGIMW PLANS Of THE QUALITT MANACEMINT PLANS OF TER QUALITY MANAGEMENT PLANS OF TER QUALITY MANAGEMENT PLUMS OF TER SOUTH COAST, SOUTHEAST DESERT, AND SOUTH COAST, SOUTHEAST DESERT, AND SOUTH COAST, SOUTHEAST DESERT, AND SOUTH COAST. SOUTHEAST DESERT, AND SOUTH CENTRAL COAST AIR BASINS SOUTH CENTRAL COAST AIR WINS SOUTH CTNTLAL COAST AIR BASINS SOUTH CENTRAL COAST All BASINS TO SUPPORT A PATTER14 Of DEVELOP- TO SUPPORT A PATTERN OF DEVELOP- ). TO SUPPORT THE PATTERN OF DEVELOP- TO ACCONIODATR THE PATTERN OF DMLOP- KW VECI SAORTAIS TRIP LON.THS MINT VIQCI SAORTZMS TRIP LENGTHS M►NT CALLED FOR IN THE REGIONAL MEET CALLED FOR IN THE BASS LIMB TROUGE IMPROVED JOB /ROUSING moucs IMPROVED JOI /HOOSDIG DCWM"UW G UIDIR 6HOITK PIGINLTION WANG WANG TO It ADAPTAI1E AND TO DICOIDUCt MAJOR CRAMGIS IN TRAVIL BEHAVIOR DEEM= IOTI REDUCING THE MUMMER OF IM-M -V= TRIPS AND REDUCING USE OF THE SDNCLI- OCCUPANT AUTO TO &CUM THE NOSY tmCIONT NIX OF MODES INCLUDING AUTOMOBILES, TRUCKS, $USES, VANS, RAIL, NOMMOTORIZED VEHICLES AND NIV TECHNOLOGIES TO NAXINIZE THE PRODUCTIVE USE OP EXISTING FACILITIES BY IMPLEMENTING SYSTEM AND DEMAND MANAGEMENT TECHNIQUES IN A COST - EFFECTIVE KA MIE TO RR COMPATIBLE VITO THE ENVIR- ONMENT AND TO SUPPORT THE AIR QUALITY MANAGIKWT PLANS OF THE SOUTH COAST, SOUTHEAST DESERT, AND SOUTH CENTRAL COAST AIR BASINS TO ACCDMODATE THE PATTERN OP DEVELOP- KENT -CALLED PoR IN THE RAStLIIR CROM PROJECTION