City Council - Regular Meeting

¶¶ ¦ ¦ ¦ ¦ Thank you. Thank you. Thank you. Thank you. Thank you. Thank you. Thank you.

Oh, thank you. I'm new at this. Welcome everybody. Welcome folks in chambers and welcome to everybody at home tuning in.

Recording in progress. Okay.

We want to welcome to the regular meeting of the Sustainability Infrastructure Commission on Wednesday evening, this August 12th. I now call the meeting to order. Please join me in the Pledge of Allegiance. THE UNITED STATES OF AMERICA AND TO THE REPUBLIC FOR WHICH IT THE UNITED STATES OF AMERICA AND TO THE REPUBLIC FOR WHICH IT STANDS, ONE NATION, UNDER GOD, STANDS, ONE NATION, UNDER GOD, INDIVISIBLE, WITH LIBERTY INDIVISIBLE, WITH LIBERTY INDIVISIBLE, WITH LIBERTY AND JUSTICE FOR ALL.

AND JUSTICE FOR ALL. AND JUSTICE FOR ALL.

OKAY, MADAM CLERK, IF YOU OKAY, MADAM CLERK, IF YOU OKAY, MADAM CLERK, IF YOU WOULD, PLEASE CALL THE ROLL.

WOULD, PLEASE CALL THE ROLL.

WOULD, PLEASE CALL THE ROLL.

COMMISSIONER LEE? COMMISSIONER LEE?

HERE.

CHAIR CRANZ. CHAIR CRANZ.

HERE. HERE.

COMMISSIONER NARITA. COMMISSIONER NARITA. HERE. HERE. COMMISSIONER MICHAEL. COMMISSIONER MICHAEL. HERE. HERE. YOUTH COMMISSIONER SCOTT. YOUTH COMMISSIONER SCOTT.

HERE. HERE.

AND YOUTH COMMISSIONER SINGH. AND YOUTH COMMISSIONER SINGH. HERE.

HERE.

EVERYONE IS PRESENT.

Okay, we have, everyone's here, so we'll move to the welcome. We are excited to be here in person with options for those who choose not to be in person but still participate virtually. For those attending in person, please complete a yellow request card and hand it to the clerk. If participating remotely, use the raise your hand feature in Zoom and you will be called on at the appropriate time. If you're calling in by phone, please press star nine to raise your hand when called upon and then star six to unmute. These options for public comment will remain available until I close the public comment period for that specific item. Okay, Madam Clerk, if you would please read the consent calendar.

Certainly, it is the approval of the meeting minutes for our regular meeting on June 10th.

Okay, is there any members of the commission who would like to pull an item from the consent calendar? I see none, okay. Are there any members of the public who wish to comment on any consent calendar item? Now would be the time to make your comment and please remember this is for consent calendar items only.

CHAIR, I DO NOT HAVE ANY ONLINE SPEAKERS AND IT LOOKS LIKE I DO NOT HAVE ANYONE IN PERSON.

OKAY. IS THERE A MOTION FOR OUR COMMISSION TO APPROVE THE CONSENT CALENDAR?

SO MOVED.

OKAY. AND A SECOND?

SECOND.

OKAY. CAN WE TAKE ROLL, PLEASE?

CERTAINLY. COMMISSIONER LEE?

AYE.

VICE CHAIR RENAUD?

YES.

Chair Kranz?

Yes.

Commissioner Narita? Yes. And Commissioner Michael? Yes. Motion moves.

Okay, thank you everyone. Next on the agenda, IS PUBLIC COMMENT. NOW MEMBERS OF THE PUBLIC WISHING TO COMMENT ON ANY ITEM THAT WAS NOT APPEARING IN THE AGENDA MAY ADDRESS THE COMMISSION AT THIS TIME. STATE LAW PREVENTS THE COMMISSION FROM TAKING ACTION ON ANY ITEM THAT'S NOT BEEN AGENDIZED. YOUR COMMENTS MAY BE REFERRED TO STAFF FOR FOLLOW-UP. THE PUBLIC CONSENT SECTION IS GENERALLY LIMITED TO A TOTAL OF 15 MINUTES. HOWEVER, THERE IS SUBJECT TO COMMISSION'S DISCRETION AND CAN BE EXTENDED IF THE COMMISSION WISHES TO DO SO. One more note, we welcome speakers providing public comment, but please be advised this is a limited public forum. As such, speakers must stay on topic if speaking to a particular agenda item and then speaking during general public comment, they must address the matters within the subject matter jurisdiction of the city. If the speaker fails to follow these rules, they will be warned. If they continue to disregard the rules, their opportunity to speak will be ended. Do we have anybody who wishes to speak?

To the Chair, we do not have any public commenters.

OKAY. THAT INCLUDES ONLINE?

THAT INCLUDES ONLINE.

OKAY. LET'S MOVE ON TO NEW BUSINESS. LET'S MOVE ON TO NEW BUSINESS. SO THE 2025 RAIL TMA ANNUAL SO THE 2025 RAIL TMA ANNUAL REPORT BY OUR FRIEND AND REPORT BY OUR FRIEND AND COLLEAGUE JOHN FORD. COLLEAGUE JOHN FORD. THANK YOU VERY MUCH.

THANK YOU VERY MUCH. IS ANYBODY, STAFF, GOING TO KICK IS ANYBODY, STAFF, GOING TO KICK THIS OFF OR DO YOU WANT TO JUST THIS OFF OR DO YOU WANT TO JUST ROLL READY? ROLL READY? WOULD YOU GUYS LIKE TO DO ANY WOULD YOU GUYS LIKE TO DO ANY INTRODUCTION OR WOULD YOU LIKE INTRODUCTION OR WOULD YOU LIKE ME TO JUST TAKE IT AND ROLL?

FEEL FREE TO TAKE IT OFF, JOHN.

THANK YOU, CHAIR AND MEMBERS OF THE COMMISSION. IT'S NICE TO SEE MANY OF YOU AGAIN AND SOME OF YOU FOR THE FIRST TIME AND ESPECIALLY IN THIS NEWLY UPDATED FACILITY. IT'S BEAUTIFUL. I THINK WE SHOULD ROLL A MOVIE AND CALL IT A DAY AND JUST SAY WE DID WELL ON OUR PRESENTATION. So I am John Ford, and I am the executive director at Commute.org, but I'm not here tonight in that capacity. I'm here tonight as the acting executive director of the San Mateo Rail Corridor TMA. That will become more clear as I kind of go in through the presentation of why I make that differentiation. But I'm here tonight presenting on behalf of the TMA. Happy to put on my commute.org hat at a different time or later in the presentation. But just so you understand, I'm representing the TMA here tonight. Okay. Okay. What we're going to do is just do a brief overview of the TMAs to kind of re-familiarize ourselves with it and introduce it to people who are, this may be a new topic for you. We'll review the 2025 trip generation analysis that was done, briefly talk about the survey information that was captured as part of the overall process, and then save time for your questions and provide some answers. So the TMA is actually a 501c4 nonprofit organization. It was incorporated initially in 2011. And Commute.org, we've been serving as the administrator of the TMA since its founding in 2011. We were invited by the city to help create the TMA and form it and provide the initial management to it. And here we are 15 years later still providing the management services to the TMA. Membership in the TMA is something that's actually mandated for the projects that are built in the area. Let me maybe pause for a second. I'd like to recognize staff, specifically Ella and Jay, for their staff report, the agenda report that you have in your packet. Hopefully you all have had a chance to read it. If you do, it gave you a really good foundation for what we're going to be talking about today. And also, The feedback that they provided into the report itself, which was also part of the attachment to your staff report, it's been a nice iterative process, I think, that has improved the report and definitely the presentation as well. So again, as the staff report explained and as this map shows you, any projects that were slated for development in the TMA area, one of the conditions of that condition of approval was that they would be required to participate in the TMA. So the members are not there because they chose to belong. They're there because they were required to belong. The TMA is open to other members. Other people who are not newly developed or not required to participate have the opportunity to join the TMA. IN THE 16 YEARS THAT IT'S BEEN IN EXISTENCE WE'VE HAD NO IN THE 16 YEARS THAT IT'S BEEN IN EXISTENCE WE'VE HAD NO NON-REQUIRED PARTICIPANTS IN THE TMA. NON-REQUIRED PARTICIPANTS IN THE TMA. THE CITY IS ALSO A MEMBER OF THE CITY IS ALSO A MEMBER OF THE TMA. TMA. THEY ARE A NON-VOTING MEMBER BUT THEY ARE A NON-VOTING MEMBER BUT THEY ARE ONE OF THE BOARD MEMBERS AND THEY ARE ONE OF THE BOARD MEMBERS AND ARE PRESENT AND ATTEND ALL THE ARE PRESENT AND ATTEND ALL THE MEETINGS. The TMA also, we have four meetings scheduled per year. Three are required, and the fourth happens if there's need. And during those meetings, one of the meetings is a general member meeting, and the others are all standard board meetings. Okay. Okay. This next slide shows the 12 members of the TMA as it's currently constituted. It also shows you a map of where these projects are located within the TOD area that is the Bay Meadows area. The City of San Mateo is also listed as a non-voting member at the bottom of this list. Interestingly enough, so when the project goes in for development or goes into planning for development agreements and the project gets built, there's an initial owner and the developer is the one that's required to participate in the TMA. Subsequent to that though, the projects may be sold and numerous, many of these projects have actually been built and sold. So they're on to the second and sometimes third owners. that are participating in the TMA. So the requirement to stay in the TMA follows with the property. So it's not that the developer is the one that it's on, it's that it stays with the property in case it is sold in the future. So what are the obligations of these projects and why are they participating in the TMA? So when a project again goes into planning, comes to the city for development, one of the things that they're required to do is to create a TDM plan and they use transportation planning consultants and TDM consultants and a number of people and part of the development agreement is for them to come forward with a plan, present that plan, have it explain the projected trips that are going to be created by that project and what it is that they might be doing for their TDM reductions in TDM, Transportation Demand Management. So what we're trying to do there is try to reduce the number of trips to and from the projects to deal with mitigate congestion, emissions, and so forth. So those trip thresholds are created initially by the consultants that are working with the developers. They get presented to the city. And that is something that is agreed upon and becomes part of the conditions of approval for that development project between the city and the developers when they're coming in for the permits. And again, that's part of the development agreement or the conditions of approval on the second part of there. Once those are established, then it becomes a matter of monitoring those once they become fully developed and they go into the point where they're actually being monitored. And the monitoring is actually what we're talking about tonight because there's a once a year monitoring that is done on each of the projects to determine how they're doing on their trip thresholds that they've agreed to as part of their conditions of approval. If there are issues with their um obligations and their compliance with what it is that becomes an issue between the city and the developer or the city and the owner of the project at that point in time the tma is not involved we're involved in creating the report doing the study presenting the findings and then hopefully working with the TMA members themselves to see what it is that we might be able to do to help them to mitigate. But the enforcement is actually something that happens between the city and the project in case there's an issue. If they are non-compliant, that's really a matter of what might be the best option for them to be able to provide additional TVM measures, strengthen what they're already doing, do something different, do something new. And that's something that is discussed and negotiated and agreed upon between the city and the project in the instances when they might be non-compliant. There's also... short, medium, and long-term thresholds. And again, there are different conditions that move it from phase to phase, and not all of the projects have short and medium and long-term. Some have just a short and a long-term. And some have the same threshold set for both short and long-term. So it's a mixed bag, and it's not set by the TMA. The TMA didn't have anything to do with what those are. Those are really between the city and the developers. You're kind of catching the theme. It was explained very well, I think, in the agenda report as well. So what this graph will show you are the projects. And there was one little bit of clarification in the report that there were 26 projects actually developed. Bay Meadows counts as one. So all of their individual developments actually count as a single development. So each, whether it's residential or their commercial properties or even their retail properties, that's all part of the same Bay Meadows phase two. But here you'll see what the land use is. We have just kind of the amount of square footage or dwelling units is what the DU stands for. And again, there's a mixed variety of folks that are in this area. in the TMA. And this kind of shows what the breakdown is. And then the column showing the short-term percentage trip threshold, and then a medium, which you'll see for Bay Meadows phase two, and then the long-term trip threshold as well. What were some of the conditions that determine when you change from short to long or medium to long has to do with the build out of the entire area when you get to critical mass, when there was enough density to allow for additional services, things like Caltrain electrification, a number of things that were in the pipeline over the past 10, 15 years that have been coming to fruition. A couple of the ones that are still outstanding and remaining is the 28th Avenue Gap Closure Project, which is still in design, and the Delaware Street Bike Project, which I think is in construction at this point in time. So those are a couple of the items that are still outstanding, but it seems to be getting very close. Looks a lot different than it did 15 years ago when we first started looking at it. So once a year, as I mentioned, in October, the TMA board hires a traffic consultant and an engineering company to do the actual studies. And the studies take place. We coordinate it with the city to make sure that it's on an appropriate day where it doesn't conflict with school vacations or any special events at the event center and so forth, because we're looking for a normal day, as normal a day as we can possibly get. And it's not on a Monday or Friday. It always needs to be a Tuesday, Wednesday or Thursday because that tends to be the more the heavier trip days. This past year, and it happened to be the counts took place on October 15th and 16th between the hours of 4 p.m. and 6 p.m. Hexagon Transportation Consultants was the engineering firm that oversaw the project. They used IDAC's data collection to do the actual trip counts on site. And you can kind of see in that graphic next to it kind of where those little pins are. Some of those are driveways for the driveway counts, and then you'll see the shaded area, which is the area of the Bay Meadows Phase 2, which is where we do the cordon counts. So the way that it's done on the cordon counts, this has to do with trying to determine the number of trips that are generated by the Bay Meadows phase two. So what they're looking at is all the traffic that's coming into that zone. And as you can see on that picture, there's five or six different locations where they're capturing traffic inflow and outflow. And what they're doing is they're using automatic license plate reading technology to read all the license plates of all the vehicles that are coming in and exiting during that two-hour window. And then there's an analysis that's done to eliminate what's called the through trip. So if someone happens to just be going from Highway 101 and passing through the Bay Meadows area to get to... Downtown, let's say, or something like that. But they don't stop in that area. That would be considered a through trip. And they do that based on checking the license plate coming in and going out and determining the amount of time that they were in the zone and realize and screening for those to make sure that anybody, if you might have stopped. maybe at field work or something like that on your way home, that you would be considered a trip because you would have stopped hopefully long enough to enjoy yourself there before you found somebody to drive you home. Um, so that's the way it's done there. And again, um, it's done during that two hours. Uh, there are some exclusions, um, the through trips I talked about, but also any trips that are generated or coming from the event center and the clean water project trips, which I think ended up being like five or six total this year. So it was a really minimal number. Those are excluded when that was a more active construction zone area. There were a lot more trips and it was much more of an issue, but, uh, it's really become much less of an issue as time's gone. And then it's determined during that two hour window, what is the peak hour? Is it 415 to 515 or 445 to 545? Well, it's been pretty consistent almost every year that it's actually between five and six. That is when the peak hour happens. And that's when, that's where we use that to determine the amount of trips in the peak hour. So what this shows you is in the red boxes in the 2025 count, the total number of trips in and out, 4,156, less the trips not associated. And those are the ones that we were talking about, the event center and the Clean Water Project, five this year. And eliminating the through trips of 1840 brings you down to a net total trips generated of 2,311. And again, those may be people coming back into their residences from someplace else. It may be people coming to the retail locations. It may be people coming in for a second job in one of the commercial locations. Or it could be people... at the commercial facilities or the residential areas, leaving, going to pick up dinner, going to soccer practice, leaving from their workplace to travel home. So any of those could be considered trips. You'll see the comparison to 2024 and 2023, a decrease from 2024 and a slight increase, I guess, from 2023. Hard to say just from the raw numbers, what caused that. But one of the things we do know from a self-reporting is that Bay Meadows general occupancy was down in 2025 compared to 2024 as they report it. And so that could have some impact on it. There could be a lot of other things. I mean, if you think about it, what could be through trip causing changes, right? If there's an accident on the freeway and people are coming off, there's no way for us to know that that might happen on a October 15th or 16th when we're doing the count, right? But that could be, that could generate a lot more through trips, right? We just don't really know on any particular day what might be that. So that's why you're looking for that consistency of the type of the day of the week and the time of year. And then you hope that you capture it on a good day or an accurate day. So that's the cordon counts and that's what Bay Meadows is responsible for. And that's all of their properties. As I mentioned before, that's their residential, their commercial, their retail, everything else is all underneath that cordon count. The other properties are required to do a driveway count. And the driveway count is just the classic tubes that you drive over if you're going into their property or you drive across them when you're leaving their property. And we're capturing all the ins and outs So if someone goes in the driveway and turns around and leaves the driveway because they just delivered your food, that counts as two trips. If you just happen to come home from soccer practice, that's just one trip. But if you came home from work and then went out to the grocery store, that would be two trips, right? So that's the way it's done. Again, the analysis is done to determine what the peak hour was. It happened again this year that between five and six was the peak threshold. Um, and if there's a property that has multiple, um, driveway counts, as you can see on this, on this grant, on this picture, on the Franklin Templeton, there's actually four different driveways that are, that are part of the count. This chart shows the results of the most recent count year. And again, this breaks it down on the left-hand side that just the name of the project, the number of units, what their short-term threshold percentage is, what that count means it should be, and then what the count was for 2025. So the far column is what happened in 2025. And for those of you that were on the commission previously, the one change that we talked about this, I think, last year when it was happening was Delaware Atlantic, Delaware Pacific. That used to be 2000 Delaware and Delaware Pacific. They've always shared the same driveway. They've always had a combined count because of the way that the property is developed. They've always been combined. But Midpen Housing now owns both properties, and they renamed the 2000 Delaware to Delaware Atlantic. So if you know your east and west, you'll know which side to look for a Delaware Atlantic on. And, you know, a couple of notable ones, obviously the ones in red, those jump out at you. Those are the ones that exceeded their trip counts or their trip threshold. So Delaware Atlantic Pacific was over by 56 or was over by four. They needed to hit 52 and they were at 56. And Azara, which is a 74 unit complex, their count was 24, their threshold was 25 and they actually hit 27. You might also notice when you look at the 400, 450 con car, pretty significant, you know, like way low, right? 26 trips with a threshold of 363. They've lost their main tenants in that property. Therefore, the trip count was, you know, obviously significantly below where it was expected to be at that point in time. Let's see, I think the next slide, yeah, this one goes back to 2013 when the counts first started. And you'll note that between 2013 and 2018, those counts were actually managed and conducted by the city. They hired, consult the same TYPES OF CONSULTING FIRMS THAT WE HIRE NOW THROUGH THE TMA, BUT THE CITY WAS RESPONSIBLE FOR DOING IT AND ACTUALLY GENERATING ALL THE REPORTS UP UNTIL 2019 WHEN THE TMA, IT WAS HANDED BACK TO THE TMA AND THE TMA THEN ASKED US AT COMMUTE.ORG TO HELP THEM WITH THIS. The history, some ups and downs in that. If we look back on that 400-450 con car, this year was 26, as we told you, with the extenuating circumstances. But kind of their max was the 211. So they've always been well below their short-term threshold number. Others have danced right around it. Azara, while they just were over this time by two, you can see just the prior year, they were just below by one and then right on the number for a couple of years. So they've been right on the edge. The Delaware Atlantic Pacific property, as you notice, has lots of red. It's their favorite color. No, I'm just kidding. And, you know, that's been a struggle and they have done a lot of work at that site to to. to improve and to continue to work on their TDM programming and the efforts that they've made. It's pretty well, again, documented in your agenda report of the efforts that they've made and the things that they have done. I think it's worth noting that this count at 56 is the lowest it's been in seven years. The last time it was that, or it was at 51 back in 2019. And I think... A lot of the effort is paying off. I think it really helps that they're now under the same ownership and they've been able to start to implement and take some of their programming that they were doing at Delaware Pacific to the Delaware Atlantic side where the prior owner before they bought it wasn't as engaged with their tenants in trying to make positive change. Again, just kind of not to harp on them too long, but here's the Delaware Pacific Atlantic. We talked about that before. And a few of the things that they have agreed to do, again, this is in consultation with the city, is to extend their SAM trans, their way to go pass, which is the SAM trans fully subsidized pass. from the Delaware Pacific side and make sure that the Delaware Atlantic tenants now have that same pass capability. They didn't have it before until they were under the same ownership. And I believe that actually started in January of this, I think January of this year, I think is when that actually started. They're also upcoming, they're gonna be actually installing bike repair stations. One of the things that Both of those properties have done well with is their increasing use of bikes to come and go from those properties. But the bike repair station was a nice new add. And that's actually a pretty good TDM. As Seagal would know, that's something that we like people to put bike repair stations in. It's really good. They're going to supplement that with some bike safety classes. Just happens to be, when I put on my commute.org hat, we help sponsor a countywide bike education program. So they've come to us and asked us if we can help them provide those bike safety classes on site. So we're going to be able to help them do that. Azara, on the other hand, as I mentioned, is the first time that they've exceeded the threshold. They also have just gone through an ownership change. So they just sold the project from the original developer and owner to a new owner and a separate property management company. Those groups are working through this process for the, you know, kind of just learning about it for the first time of what this means and what they might need to do. So they're They're working with the city. They're talking with staff about what they might be able to do. And again, their options are out there. There are other people, Delaware Pacific in particular, who have done things to mitigate. And all of those things I think the city is bringing to them and giving them the option to consider. At the same time or shortly after the driveway counts happen, we go out and we survey the TMA members. It's a standard survey that we have tried to improve over the years. And it's something that is not part of their conditions of approval that they participate in, but it's something that is a collectively as a group they've agreed to do. And they've for the most part, been receptive to additional changes or additional questions that go in, but it's not something that they're required to complete. But we strongly encourage them to, and we keep after them. We look for things like population counts and occupancies, things that might be able to help us understand what might be contributing to either increases or decreases in traffic. how they manage the TDM at their property, what they do in terms of programs and amenities and services, how they measure their performance, how do they get the information out to their tenants or to their residents, as the case may be, and then anything else that they want to let us know about any issues that they've had either with construction that might have caused any issues and so forth. So we collect that information from them. And then we put it into the report. The findings go into the report. We distribute that information to each of them so that they can learn from it as well. We do a presentation to the board and all their members to make sure that they understand what are the, if they're not doing something, what is someone else doing that might be beneficial to their site? As you can see, bicycling, at least on the bike racks and secure storage, those are the kinds of things that are capital things that they can easily put in at the beginning of a project, and most of them have. And so that's obviously the one that's the most common for them across this. But again, one of the reasons why there's not a lot of consistency in what people are doing across the board is you have a lot of different uses in these places. You have single family residential and you have multifamily, you have below market rate, you have a high school, you've got class A commercial space. What this doesn't show is what are the tenants themselves doing that are the tenants of, say, the Bay Meadows properties or the 400-450 con car that are the commercial tenants. So to drop names, Roblox, a very large tenant. This isn't what they're doing for their employees. We're not surveying them. They're not required to provide any answers. And Bay Meadows isn't going out and asking them what you're doing for your people. It's really, what is Bay Meadows doing? Or what are the owners of these individual projects doing? Not necessarily what the tenants themselves are doing. So I think you would find, especially in the Class A commercial space that's around the Bay Meadows area, There are a lot of programs. There are a lot of transit passes. There's a lot of subsidies. There's a lot of concierge services that are being provided to those employees in those locations. But it's not reflected in the survey because the survey is of the owners and what they're doing at their projects themselves, not necessarily what their tenants are doing. Just as an example of one of the current survey questions of how do you distribute that information? What are you doing for your people to get the information? So is it when they're moving in, when they're signing up a lease, you consistently email them? How do you do it? Or do you do nothing at all? And some people are willing to just tell us they're doing nothing at all. And some of these owners... have tenants who are going to take care of that for them and the owners are hands-off and they don't need to do anything or feel that they don't need to do anything because they're below their trip counts and their thresholds and they feel confident or they put it onto their tenants to make sure that those tenants are providing those kinds of things for their residents and their employees. So just a quick summary. The development is almost complete. Bay Meadows has a couple of parcels that still need to be built out. I don't know where that is in the planning process. I think they're in that process or almost, you know, they've completed the process, but they haven't completed the construction. That will finish the construction in that area. That will be another one of the triggers for moving Bay Meadows into the final development. of their traffic counts. All but two of the projects were below their short-term thresholds. And most of them, even if it was on the long-term, they might be close, but not all. Some of them will have, will struggle when it gets to the long-term. I think it'll be, I mentioned this last year, I think when I was here that, you know, the red will be a little bit more, there'll be a little bit more red on there. I think when we do go to long-term, because I think a lot of these projects are going to be right on the edge of doing that. I'm going to have to really, they will have to start to really work hard. Yeah. At Bay Meadows, a little bit, a 6% decrease from 2024. And they're still pretty well below their trip count threshold. We talked about the survey. Again, just a reminder, it is voluntary. And it's a little tricky to capture a lot of the information that you might want to capture, especially like origin destination information. kind of information, like where are these people coming from? Where are they going to? If you know, uh, all those kinds of information, but that's at the tenant level or employee level. And we don't have access to that information. And most of the developers and the owners and the, and the TMA members don't have access to it either because they're not their employees. They're not their tenants. With that, I'm happy to answer whatever questions that you might have or ask staff if there's anything that I might not have covered that you would like to make sure that we share with the Commission.

Well, thanks very much. That was a great presentation. We learned a lot. Let me ask real quick for staff, do you guys have any questions before we kick this off? Jay, anything jump out at you? Kathleen?

No questions. Okay.

Good stuff. So from the Commission, who would like to start off with questions?

THROUGH THE CHAIR. THROUGH THE CHAIR. THROUGH THE CHAIR. YOU DO HAVE TO OPEN IT UP FOR YOU DO HAVE TO OPEN IT UP FOR PUBLIC COMMENT. PUBLIC COMMENT. WE DO NOT HAVE ANYONE.

WE DO NOT HAVE ANYONE. OKAY. OKAY. I UNERRINGLY ASSUMED SINCE I I UNERRINGLY ASSUMED SINCE I DON'T SEE ANYBODY ONLINE. DON'T SEE ANYBODY ONLINE. DO WE HAVE ANY PUBLIC COMMENTS? DO WE HAVE ANY PUBLIC COMMENTS?

WE DO NOT HAVE PUBLIC COMMENT. WE DO NOT HAVE PUBLIC COMMENT. YOU CAN GO AHEAD AND CLOSE. YOU CAN GO AHEAD AND CLOSE.

OKAY. OKAY. SO NOW LET'S TURN IT OVER TO SO NOW LET'S TURN IT OVER TO COMMISSIONER QUESTIONS AND COMMISSIONER QUESTIONS AND ANSW I DON'T WANT TO FIGHT OVER IT. GO FOR IT. I'LL GO.

SO I'M JUST KIND OF CURIOUS, WHAT ARE THE CONSEQUENCES IF THE CITY COUNCIL OR THIS COMMISSION DOESN'T APPROVE THIS REPORT? SO YOU JUST GO BACK AND REDRAFT THE REPORT? YOU FILL IN THE BLANKS THAT WE HAVE CONCERNS ABOUT? WHAT ARE THE CONSEQUENCES?

Don't know. I mean, it's never happened. I don't think in the, I think the first report was 2013. And I think it's been, you know, again, it was written by the city before and then we took it over and do it. It doesn't stipulate, this all goes back to the 2005 plan for the Bay Meadows plan. And it stipulates in there, it just says that an annual report shall be submitted. I don't think it says... how, what happens if it doesn't pass muster. So, yeah.

Just curious, the other question.

I mean, I think it's also why we've continued to make sure that we iterate it with staff to make sure that it does cover the things that are important. But it is, again, it just bears noting, it is funded by the TMA and the members themselves. There's no city money in this except for whatever staff time for review of it. But it's not a city document. It's a document that's being presented to the city.

Well, I really do appreciate the information. It's really informative. The other question I had was, is it possible for the goals and thresholds to change under change conditions, apart from the noncompliance situation, if there are new services, new resources? I mean, commute.org has been around for a long time, but if something came in like that, provided some additional services, it's like, well, we could really drive down the trip count. Is there a mechanism for that sort of thing to take advantage of changes in the infrastructure, services, et cetera?

That's a great question. Right. I'm not even sure that Caltrain electrification was really fully baked into some of these plans when they were built in the early 2000s, right? Yeah, the 2000s. But I think it would have to have been in the development agreement for any type of change, because I think those pretty much get locked in. And I think whatever those trip counts were at the time is what they lock it in at. I can't say for certain if the city has any agreement with any of the developers that has any flexibility in it, but that would be in the archives someplace wherever those development agreements are.

Sure. So going forward, new development. you can sort of hammer down those kind of threshold, those figures going forward. Yeah.

Yeah, I mean, I see where you're getting. I mean, it should always be like, you know, let's keep constant improvement. But I think it's, you know, from the developer's perspective, it's like, hey, we agreed to this number. This is the number we're going to be held to.

Yep, yep.

Commissioner Narita doesn't like when I bring up what the other things that didn't exist in the early 2000s, like food delivery services the way they are today, right? So those are things that they didn't take into account when they did the initial analyses and they're stuck because they didn't know about those impacting their trip counts. So it cuts both ways, I think.

Yep. Great.

Thank you.

Okay. JP, do you have anything? Sure. Thank you for your presentation, john. Just pretty quick questions. How do you know when reductions or increases happen? Why? How do you know it's not because of occupancy? Not because of occupancy?

You don't, you don't. It's a It's a, you know, once a year, one day, two day, maybe, count. And you're just not sure. Again, we have had, let me give you an example. I don't know how many years ago it was when we had, I'm looking over at LL, won't know the answer to this one. But we had the smoke. Remember the fires? And it was in October, and we had to reschedule the counts because there was a major impact from the fires in that October, right? And that did have a huge impact because people were trying to stay inside, right? But nobody was really sure what the impact would be on that particular count. Um, but when you see something like the 400, 450 con car, when you go from 200 down to 26, um, we knew what had happened. I mean, when we were at our meetings and we find out that they don't have tenants or we know that those tenants have left, um, we know those are the major impacts, but small increases or, um, Franklin Templeton was a good example. Um, they lost one of their major tenants. previously mentioned, that moved over to Bay Meadows. And they used to be a tenant of Franklin Templeton. They moved out and went over. That had a major impact on the Franklin Templeton count to the decreasing, but it was an increase on the Bay Meadows side. So a little bit of a squeeze in the balloon there.

And it's the same thing with the Delawares where I missed the occupancy rate for that one, but that was one that had a lot of reds in it, but I missed it if there was an occupancy.

Yeah, so for apartment residential, that is something that's pretty important, but that has been almost fully leased up since its inception. So those units are almost fully occupied all the time. So when we get our occupancy rates on those, those are kind of in the 96. I mean, most of the residential properties are fully leased up or within that 5% to 10% of being fully leased up. So there's not much fluctuation from that perspective. On the commercial space side, there's a lot more fluctuation, right? Tenants coming and going.

Okay. I think my only, thank you. My only comments are, you know, I think there's the whole, let me ask you this. What is the point of this survey?

Of the survey?

Yeah. What is this point of this entire exercise?

To generate a report to provide to the city to be compliant. What's kind of like the big picture here? What, to do what? Um, the, the original goals of the TMA back in 2005, when the city, you know, said, let's go down this path and let's, let's, let's create this or, or have the developers be required them to create a TMA and to fund it and to, to use it. TMAs are very effective at being a, a, a way to pool resources among developers the members to do bigger things than they might be able to do individually so a good example of a tma not this one but other tmas in other areas is that uh they might well the north mountain view tma is a good example microsoft and google and linkedin and a bunch of people are members of that tma and they collectively pool their money to provide a shuttle service to and from the Castro Street Station and Mountain View out to those properties. Because it doesn't make sense for each of them to run them individually, but collectively they can do it. They were required by the city to create the TMA. They were required to do that, and they figured out a way to do it, put it together, pool their resources, put a program together, and it's a very, very effective first last mile shuttle program out to the North Mountain View area. That's one of the things that a TMA can do. TMAs can also be used, I mean, they exist all around the country. Not so much in California, it's much less so done here. The Emeryville is an example. The Emery go around, anybody's ever heard of that? That's also a shuttle service that runs up and down through Emeryville to the BART stations, again, funded through a TMA with mandated participation, and they pool their money. But it's not just shuttles that you could do. You could do rideshare programs. You could do special carpool. You could do anything. Any TDM type of activity could be done through a TMA if they wanted to pool their money and do it.

Would you agree that in this case, hopefully the city can learn from these developments so that one day when more development comes in, we have a good strategy to entice people to come in maybe not use their cars, be much more urban friendly, use all these other modes of transportation you just described to still reduce the number of cars, but still live among one another in a dense area. And this might be a good way to test how we can entice those people to be that way. Would you agree with that statement? Oh, absolutely. Yeah, no, that's, I think that,

TDM is a constantly changing art. As everything happens, the tools that we apply, the thresholds that we would be setting, and staff is working with new development proposals all the time. And I think that they have evolved a lot. But it's really hard when you got one from 2007 or 2010, that may not be as effective as it would be if you were doing it today, but that's what you're stuck with and that's what you have. I would just point out, and again, I'm still wearing the TMA hat, but one of the challenges has been to get them to agree, for them to want to do anything collectively because their interests are so disparate. I told you, you know what the makeup of this is, right? Single family residential, below market rate, high school, class A office space, retail space. What do they have in common? And they struggle to find ways where it would make sense for them to collectively pool their money and charge each other or charge themselves to provide those services across the group. Most of them find it's just easier for them to do it themselves or make it a requirement or have their tenants take it on. But collectively, they have not found those things. And because of the proximity to the train stations that exist, And putting them either on the computer or shuttles that already exist. I mean, it's like there doesn't really there wasn't hasn't been like a shuttle need. But they've looked at we've brought up things to them over the years and it's just been really not well received. And it's really up to them to decide if they want to do it. I mean, it's not something that we can force on them. The city can't force it on them. They as a group need to decide that it's something that they want to do and that they want to charge each other, charge themselves for. And then it becomes really difficult. How does a Wilson Meany owner of Bay Meadows convince Midpen housing to spend a bunch of money? Really hard to do.

Right. Thank you for that answer. That's made me think. I think, and you can respond to what I'm about to say and agree or disagree, but I think if we're going to do a report every year and count cars, if the point is to learn from one another and maybe one day inspire a community of developments to to to take up some of these strategies that this model proves can work we might want to maybe just not just stop at counting the cars but count why they're going down or up and maybe have apples to apples comparisons so that if a trip count goes down in a place we have uh an explanation that is not just a reduced occupancy but maybe it's because those bike racks actually worked or because these are the things because we're supposed to this supposed to this is supposed to give us insight as to how we can limit the trip count the vehicle count in the road while increasing urban density in the area if this is supposed to be a model for that um THIS REPORT IS JUST COUNTING CARS. AND WE DON'T REALLY KNOW WHY THINGS ARE GOING UP OR DOWN. WE JUST KNOW THAT THEY ARE OR NOT. AND SOMETIMES WE HAVE AN OCCUPANCY AND SOMETIMES WE DON'T. AND SO IT'S HARD TO MAKE A BIG CITY POLICY DECISION BASED OFF OF A REPORT THAT IS DOING THAT. AND PLEASE FEEL FREE IF I'M COMPLETELY OFF AND DISAGREE WITH ME. BUT THAT'S MY QUESTION AND COMMENT.

YEAH. IT MAKES PERFECT SENSE WHAT YOU'RE SUGGESTING. It's just not something that's required of those members to go to that level. Right. But I understand what you're, I totally understand what you're saying.

Thank you. Thank you.

Okay.

Who would like to, Kim?

Hi John, nice to see you. Thanks so much for the presentation. It was very clear and thorough, really appreciate it. Okay, so I got some, we're supposed to, through the chair, we're supposed to do comments and questions both, right?

We're gonna combine them, yeah.

Okay, great, okay, thank you. So first questions. What is your best guess? And maybe this also is for staff. What is your best guess of when the long-term trip thresholds will get triggered? You said it's coming soon. It's coming soon. But what's our like, is it 2030? Is it 2028? What's the best guess?

Thank you. So for Bay Meadows, as John mentioned, that one is more based off of occupancy as well as things like the Caltrain electrification, the 20 new gap closure, Delaware Safe Routes to School, as well as the MU2 and MU3 that are being built. And then the remaining developments are in line with the more of an arbitrary date but related to level of service impacts on the intersection. So what would be the percentage required to reduce that to make sure that those intersections are still functioning as they should be and what level would be needed to reduce them. THE CITY WOULD BE ABLE TO GO OUT AND TAKE COUNTS TO DETERMINE WHAT THE IMPACT IS ON THAT INTERSECTION AND IF THAT LONG-TERM THRESHOLD SHOULD BE HELD TO AT THAT TIME.

I'M SORRY, I DON'T UNDERSTAND WHAT THAT MEANT, THAT LAST PART ABOUT THE INTERSECTIONS. COULD YOU EXPAND UPON THAT?

Yeah, I can elaborate a little bit. So when we dug into the development agreements and the conditions of approval for every single project, and some of this could span easily over a decade, what we realize is the short term and the long term thresholds are based off of a localized impact. So say a development A comes in and that project, say, creates a thousand trips. ultimately into the network. What the actual traffic impact analysis would say is, say there are three intersections, ultimately, in the first year that they open would degrade to level service C, right, arbitrary number, and then in, say, a future cumulative condition, and oftentimes it's based off of the general plan, so 2030, to your point, Kimmy, that is an arbitrary date, it will degrade to, say, D. So what they do is they backwards calculate the amount of trips you need to reduce as a result of that one localized project to get it back to its current state. So to answer your question, it is really up to the city to update its counts to see how that intersection at every single project is operating in order to trigger, say, a long-term trip cap and go back to the developer and say, we have done our study. This is our conclusion. You are now moving towards the long-term threshold in order, and hopefully, to reduce the level of service back to where it was, say, 10, 15 years ago.

And we're talking when we say intersections, it's like Hillsdale and Delaware and Delaware and 28th? Those intersections?

That is correct. And every single application, every single project that comes in can study back in the day. easily five to 15 intersections.

So you have historical data on the conditions of the intersections as a snapshot of time, 15, 10, 15, whatever years ago.

Yes, that is correct. It took us a long time to dig for a lot of them. We don't have all of them. Yeah, thanks to Ella. But we're working on all of them.

And so does the city have a plan or a timeline to develop a plan in terms of when it would maybe consider capturing a new snapshot of current conditions at our intersections across the the TMA service area?

Yes, transportation and public works, we collect data very often. We just haven't consolidated it together to pinpoint it for the use of a TMA as well as, say, a condition of approval for a development project. But we do have that data, and that's something we're looking into establishing.

That's great. And so do you have an approximate time frame in reference? Let me rephrase that. Would the consolidated data around these intersections inform new short-term thresholds of the new MU, MU2, MU3? Or does that not play into those short-term trip counts once those are developed?

Good question. Those are different. The ones, the projects that I am talking about are the ones that are outside of the Bay Meadows area. So the counts and as the report shows from John, it captures the actual trips and that's the number we're going off of for Bay Meadows. That is cap, that MU2 and MU3 is captured in. It's the umbrella is in Bay Meadows.

Okay. Okay. Got it. Thank you. And then I think, OK, can we go back? So OK, let's go down to MU 2 and 3. Ella, could you confirm the location of that? Were you able to confirm it?

Pardon? The location or the construction?

The location of it, and then provide the public with a little bit of an update on that.

Yeah. MU2 and MU3 are between East 28th Avenue and then Landing Avenue off of Delaware. And the update for that is that they are expected to start construction this fall. It has 67 multifamily units, as well as over 300,000 square feet of office space, which Roblox is currently expected to occupy.

Great. And then what happens for those short-term targets? How do those get set? Have they already been set?

Yes, for Bay Meadows, it's based off of the corridor-wide.

Oh, so they just add into the total right now. So their building does not add more short-term. They're going to feed into the Bay Meadows one.

That is correct. They will feed into the corridor counts for Bay Meadows. So right now, Bay Meadows is at a mid-term. midterm threshold and so part of the move to the long-term threshold is the build for bay meadows okay for the mu2 and the mu3 how far away was bay meadows from its current trip sorry i'm trying to like find it now oh yeah oh there was such a nice chart now oh there it is i think okay the chart

Okay, so they have 500, they basically have 550 trips based upon like kind of the current trend across those two properties or those two big projects essentially to be within their trip count. Is that right, John? Because the total short term is 2878, right? And they've been at 2311 and before they were at like 2400. Okay, thank you. Okay, so they're just going to add into it.

Yes, those counts, not this October, but further on once those are built will be collected with the corridor-wide counts.

Fabulous. OK, thank you. I think those are all the questions for the city. Back to you, John. I have a general question. For the TMA, does the TMA do anything other than talk about or plan for the report and share different TDM interventions that they do towards compliance of their agreements? What are other activities that the TMA does together, if any?

Just a meeting is really all they do. In the meeting, all the minutes are part of the report as well. So that's all available for you to see what happens. And the city's a part of that at every meeting as well, because they're a member. So lots of discussion about what's going on at their individual projects, either new tenants, new developments. expansions, contractions, things that might be impacting them. And then they use it also as an opportunity to find out what's happening in the city, what's going on with various bike projects or things in the area. And then they share what they've been using. If they did have to do mitigating factors, what did they do and how did they do it? What worked, what didn't work? But they're able to share all that information out.

Okay, great. But it's kind of like a neighborhood hangout, if you will, like a few times a year where they're sharing out information, lessons learned, city similarly, like that. So curious about the thoughts. Have they, I, Hillsdale is my Caltrain stop. I regularly am in, you know, that traffic going to and from, you know, Hillsdale Caltrain stop. Like, has there been any talk about the level of congestion lately and the uptick as people go back to work, you know, now that we're very, very much post-pandemic? Like, along Delaware, like, just all the traffic or, like, observations about that at all across the TMA? Or that just doesn't come up? Like, the just state of general congestion in the area.

Yeah, no, I think that's a, you know, because they're neighbors, right? So it's the same idea, right? What are you experiencing? What's happening? And it's interesting because it is like that get-together where, you know, oh, what are you doing over there? We saw the construction going on at your place, and it's an opportunity for the high school to explain what they're doing with a development or something. So it's just a way for them to kind of know what's going on. And there are some good sidebars. There are some groups that have worked together. INDIVIDUALLY, BUT NOT COLLECTIVELY.

OKAY. GOT IT. AND THEN, OH, SORRY, SORRY, STAFF, I DO HAVE ONE MORE QUESTION. THIS IS OUTSIDE THE SCOPE OF THE TMA AND I ACKNOWLEDGE THAT, BUT ARE THERE ANY, LIKE, HOW REGULARLY ARE SIGNALS EVALUATED FOR DIFFERENT CONSIDERATIONS LIKE ON DELAWARE? JUST CURIOUS IF, LIKE, YOU KNOW, IF WE HAD LEFT-HAND, PROTECTED LEFT-HAND TURNS, WOULD THAT HELP WITH TRAFFIC FLOW AND OTHER KIND OF CONSIDERATIONS OR TIMING THINGS? I'm just curious if that's ever evaluated. I'm sorry, I just thought of that, but I forgot to send it to you beforehand, and that's my fault.

That is totally fine. That's why we're here. So we do have a really robust capital improvement program for transportation projects. But unfortunately, we have approximately 90 signalized intersections and close to 1,000 just intersections as a whole. controlled and uncontrolled. We don't have a systematic program that looks at every single one, but we have multiple programs such as quick build program that looks at specific intersections that analyze five-year rolling collision data. So we do do that, but not one specifically to optimize and improve a level of service.

OK, so like what does that what is the oh, go ahead.

I will say we do look at those things when we're doing a project like corridor project. And so like the Delaware Safe Routes to School project, we're doing signal operational changes as part of that project. So that part of the project has not been constructed yet because of the long lead times for the signal poles. So that I think is supposed to get back underway in September. And so you'll see on the Delaware corridor, there's going to be changes in terms of the signal operations. AND MORE PROTECTIVE SIGNAL TIMING IN TERMS OF BIKES AND PEDESTRIANS AS PART OF THAT PROJECT. SO WE DO LOOK AT IT WHEN WE'RE LOOKING AT CORRIDOR PROJECTS OR WE'RE DOING LIKE FOR EXAMPLE WE'RE DOING PENINSULA AND DELAWARE. RIGHT NOW WE'RE DOING SAFETY IMPROVEMENTS AT THAT INTERSECTION. SO WE'RE UPGRADING SIGNAL OPERATIONS AT THAT INTERSECTION TO PROVIDE SPECIFIC SAFETY ENHANCEMENTS AT THAT LOCATION. SO WHEN WE HAVE SPECIFIC PROJECTS OR CORRIDOR PROJECTS THEN WE'RE LOOKING AT THAT. BUT WE DON'T HAVE A PROGRAM THAT'S LOOKING AT continuously looking at operations throughout our 90 signalized intersections and making improvements.

Got it.

Okay.

I would also add, giving a shout out to our maintenance and operation crew, that a lot of times when we do go out to, say, a red flash, a signals on recall, oftentimes we do look at whether our signal timing can be optimized for a specific corridor. So that's more on a routine maintenance operational basis. There's a lot of efficacy that can be gained there, but not specifically to go there for a capital project.

Yeah. No, understood. And that makes total sense, and thank you, Director, for talking about the bike, the corridor, and how that will lead to signal updates. It's just because Delaware is getting really backed up, and I just noticed it as a very clear trend. I assume the TMA members have felt it, and it's visceral, and I'm just concerned about safety and also economic impact. I also am curious, John, in the calculations for the trips, How does one take into consideration potentially cars circling to find parking? Because I do think in the rush hour, if you're trying to, like, get to field work or if you're trying to get to the restaurants, I imagine you could be circling around. And are those counted as, like, if they can't find a parking, is it like within a minute if they can't find the parking, their license plate is flashed and, you know, they've exited and then it's no longer, it's considered a through trip? Or, you know, could you walk me through that?

That's a great question. So the data would be captured, but you'd have to leave the zone, right? You'd have to enter and leave the zone. If you're circling for parking, but you're still within the zone, it's creating congestion and not good things, but it wouldn't trigger another count because you're not coming and going. So in order to... Yes, if you came in from El Camino on 28th and looked for parking and turned around and went back out to El Camino and then down to 25th and came in, that would trigger it a couple of times. But if you came and left, it would probably wash out in a through trip.

Got it.

Yeah, don't really have a good example. No, it's okay. Yeah.

it is a concern that got me to the question i had about mu2 and mu3 which was that's a it's a pit right now because there's supposed to be underground parking but i think staff you mentioned that that parking is going to be private and it's not necessarily going to be parking that can be publicly accessible is that accurate public works staff and the community development department are still finalizing the agreement but currently it is office parking residential parking and other

parking for the stations and residential blocks for Bay Meadows specifically but not public parking.

OK. I am curious if there's ways for the public to potentially engage and provide feedback on that just because the parking situation is really, really bad. And it's only exacerbating the congestion on the streets. So I am curious about that as a consideration.

OK. I'll go to comments.

Delaware, Atlantic, and Pacific, great job improving. Amazing. This is the fifth year I've received this report, I think. And I'm so proud and grateful and thankful to staff and for the TMA and for Delaware, Atlantic, and Pacific for getting their trip countdown. Keep up the good work. You're so close. Keep going. Really appreciate it. I know I gave you a hard time about DoorDash, but you're doing great. And just wanted to provide that positive reinforcement and appreciation. Franklin, please complete the survey. It would be really great to better understand the whole suite of interventions across the TMA. Really appreciate that if you're able to do that in the future. Like I said, and you can see the sense in my comments. I am genuinely concerned about congestion in this area I personally have witnessed many unsafe moves by pedestrians bicyclists and cars both coming out of parking spots on Delaware and in on Delaware due to the congestion at that five to six o'clock hour on a regular basis and I'M SURPRISED WE DON'T HAVE MORE CAR ACCIDENTS IN THAT AREA, AND I HAVE WITNESSED A COUPLE. SO I JUST GET REALLY NERVOUS THAT, YOU KNOW, AS MUCH AS THE TMA IS DOING, AS MUCH AS WE'RE DOING ON THE TDM PLANS, THE FULL OUTCOME STILL REMAINS A LOT OF CONGESTION AND A LOT OF SAFETY CONCERNS TO ME. SO I'M CURIOUS WHAT ARE THE INTERVENTIONS AND THIS IS NOT THE FORUM TO HAVE IT AND I UNDERSTAND THAT. But what are the interventions that are possible to still continue to improve that upon the congestion? Knowing that the TDM plans and TMA are one piece, one key piece of that puzzle, but not the whole puzzle. Because with increased development in MU2 and MU3, which is great, it's only gonna get worse though. And so the trip counts, while I'm glad that everyone's almost there or under, I think what some of my fellow commissioners are hinting at, we might have anchored them a little too high in terms of 20 years ago in order to get to the shared outcome we all have, which is less congestion, less emissions, and more safety. And so if we're not achieving less emissions, less congestion, and more safety through the TDM and the TMA alone, WE HAVE TO THINK ABOUT THOSE OTHER INTERVENTIONS AND I WOULD URGE CITY COUNCIL AND STAFF TO, YOU KNOW, HELP THINK THIS THROUGH AND WHATEVER THE COMMISSION CAN DO IN ORDER TO BE A FEEDBACK LOOP ON OTHER TYPES OF PROGRAMS OR PROJECTS OR INTERVENTIONS TO ACHIEVE THAT GOAL, TO URBANIZE AND DENSIFY SAFELY AND EFFECTIVELY, I WOULD FULLY SUPPORT. SO THANKS.

THAT WAS TERRIFIC. OKAY.

Thank you.

Thank you, John, for that presentation. Also, I think this is my third or fourth year hearing it, and it's very informative. And when you come and report on it, I basically see a multi-year, mandatory, amazing case study of information gathering. I second what Commissioner Narita is saying. The numbers are good. Ideally, being close enough to the train station would take care of everything, keep those numbers low, but more interventions are needed. Sort of stepping off what Commissioner Renaud is saying, You know, my other hat working in the city and also like what was said of what can we learn from this amazing case study and data collection? It is difficult to parse out in the report what is effective and what isn't. For example, one of the projects you said, I think, was installing a bike fix-it station, but under commute.org's TDM, I don't remember exactly, but that may be like a 1% difference. It's really low. you know, this is more of just a comment, but it could be something to think about, you know, trying to do a deeper analysis in the presentation, in the report you provide of, you know, trying to show, like, in the table also, like, in what year were more measures added? And then we could sort of start to see, like, did it make a difference or not because i agree proximity and occupancy is probably the biggest drivers for these numbers but um you know to be able to tell a story that the city can learn and other cities can learn from and how to TDM is hard. It's really challenging. But here we have a forced, required case study that we could try and learn from. So I just wanted to encourage trying to think of how to better learn from this actual data that's being collected. And that's it for me. Thank you.

Okay, thanks for that. Well, one of the things San Mateo does is be very progressive and wise, and we have youth commissioners. So I'll go last. If you guys want to step up, and it does two things. Sometimes we get good ideas, and it gives you an early exposure to civics and government. So go ahead.

All right, wait, yeah. I appreciate the introduction. That was very detailed. First, I just want to say that was an amazing presentation. That was really informative. I really got a lot of information. I'm going to keep it short. I just have one question, a comment. Firstly, for the Delaware Pacific and Atlantic, those properties... I noticed like the compliance measures and you might have said this, but I think I forget. I don't know. I think I forget. I forget. Have those been put in place like recently or are those like sort of long time things? And also like, do you anticipate foreseeably like putting in more compliance measures to try and get that number down?

So on that chart that you saw, the expansion of the Samtrans Way to Go Pass is new for the second property. So it was always in existence for the first property, but not for the second property. And the bike fix-it stations, as Seagal was describing, that's new. And the bike education, while we've provided some in the past, I think this is going to be a bit more formal and more structured. So those are some new ones. And just to add on to that, yes, the 1%, you're right. A bike fixation is fantastic. Is that going to move the needle on your trip counts on one day in October? Probably not. But the most important thing that they have been doing is providing the transit passes to their tenants. That's huge. In the TDM world, providing transit passes to your tenants or your employees or whatever is the single most effective way to drive down trip counts.

All right, great. And then also like, I think this is more of a comment, but for the things that you survey and that sort of voluntary thing, do you anticipate or like, I think it would be a good idea to sort of use that as like a stepping off point for like long-term measures and maybe tools to use that. So do you think like that you would use maybe some of that information and things that they're not doing in when you get to that point of reaching the long-term measures, like, like, I don't know, like just as a starting point.

No, that's kind of it. I think it goes back to the point of what's working and what's not, right? And what can they learn from each other? What might work at the high school might not work in the townhome community, right? It might be something different, but maybe there is something to be shared between two apartment complexes, you know, that what worked and what didn't.

All right, great. Thank you so much.

Yeah, similar to Commissioner Scott, I only have one question. It's really just to clarify some things for me. Thank you, Chair Krantz, for the introduction. I know we were talking a lot about the relationship between occupancy and trip reduction thresholds. I don't know whether this would be a good question directed to the staff or to you specifically, but I just wanted to ask, are these trip reduction thresholds ever adapted based on occupancy? like do they change once they're established or do they stay the same regardless of what happens to that property?

I can go for the Occupancy it it's the trip right reduction stays the same regardless of the occupancy. It is just for Bay Meadows specifically for the percent occupancy for these last buildings for the move to the long-term threshold that will be determined everything else it's going to stay the same short and long-term.

Okay, yeah, I was just interested in that because I know it was mentioned that 400 or 450 con car had a really big change in residency. So I was just wondering whether that would be adopted or that standard would remain the same. But thank you.

Yeah, and if I could just maybe just, because it was a great question. Again, it kind of works in both ways. The work from home change that kind of came post-COVID or during COVID and then post-COVID has had a major impact on trip counts as well. But the thresholds didn't change. All those development agreements were the development agreements that they always were. But if you have a lot of people... working from their residence that actually generates a lot of local trips because they're coming and going to the gym and the grocery store and lots of other things during the work day that they wouldn't otherwise have made those trips when they would normally have just left in the morning come back in the evening now they're making multiple trips so that was an impact but it didn't change the counts but it does change the impact of what's what's happening during the days. Whether that's captured in October between four and six, I don't know, but that's an example of it. And same thing with the commercial properties. You might have fewer people coming to the workplace on a daily basis because of the ability to work from home. And then again, another flip to it is, if you do have those people in the community, outside of Um, this, the, the, the rail corridor TMA area, but they're taking advantage of the, the properties and the eating establishments and the drinking establishments in that area. You might've activated them more because they are working from home. This is like, it looks like a great place to go for breakfast. That there is a great breakfast place over there. I can't remember the breakfast club. Super. Um, but that's going to generate a lot of trips from people outside of the area, but that's what its intent was when Bay Meadows built it was to make this community.

Can I add one more comment, if you don't mind?

It's 50 cents.

Oh, thank you. I just saw it in my notes. This is also a comment, but it was really helpful also how you explain the collective benefit of a TMA, and they're not necessarily taking advantage of that. But just one thought about it was maybe something that they could be interested and may benefit all of them is to pool their resources and gather tenant information, because that would really beef up what we understand of how, where people are going and how they're getting there. And maybe that could help inform their own, you know, what works and what doesn't.

Putting my commute.org hat on. We work with a lot of these properties individually and try to do employee surveys. We don't work with the developers, but we work with their tenants and do a lot of that type of work already. So we are doing that work. It's just not something that goes back through the developer And someone brought up, I can't remember who mentioned it, but what have we learned in this long-term case study? It's really interesting for the city of San Mateo to learn this and to gather this and to get all this years of data. And you're absolutely right, it should. teach us what is more effective and less effective, and maybe what to put in new development agreements. I was sitting on an airplane today, as I was talking to the chair about today, on my way back, and I saw this headline that says, Burger King housing something. And I'm like, Burger King housing in San Mateo? And it was the strangest headline. I kind of, I was a little tired. I had to read it a few times. I'm like, what are we talking about here? But anyways, I don't really even know what it is, but it might be within the TMA zone in such that I don't know if it's going to be built with the exclusions and being able to be fast-tracked, but it's possible that a housing development project at that location could also become part of the TMA. So the TMA is not stuck with just the number of members that it has today and the development agreements it has. Anyone that's new that comes in, whether it's Burger King housing or or whatever the other projects are that get green lit in that area will be subject to new development agreements with the city and new conditions of approval and new thresholds based on current information. So not everything is back in the 2000 aughts, you know, the old folks before you guys were around.

All right. Sorry. All right. No worries. It gives a whole new meaning to the term Berg.

It was just, yeah.

So a couple of things. I like that you're data driven. I think it really resonates with a lot of us. And data is interesting. Data mining is interesting. But the distilling of the data is just as interesting. And that's where the rubber meets the road, so to speak. Yeah. A COUPLE OF THINGS, AND I'LL TRY AND BE BRIEF. I HAVE WORKED HAND IN HAND WITH DIRECTOR FABRIC ON THE 19th AVENUE PROJECT, AND I THINK ONCE THAT GETS DONE, THAT'S GOING TO BE A CROWN IN YOUR JEWEL OF ALL THOSE ONE THROUGH SIX, ALL THOSE PROPERTIES DOWN THERE THAT ARE NOW GOING TO HAVE ACCESS TO 19th THAT COULD GET TO FAR AND WIDE MORE PLACES. I THINK THAT'S GOING TO BE A GOOD THING. BUT ONE OF THE THINGS I TOOK kind of what we're doing here tonight, managing people's expectations. The thought was that with 19th, a magic wand is going to happen, and it'll be 1987 traffic. And that's not really practical. We have competing demand for dwindling resources, which are roadways, and a car takes up a certain amount of space. And how do we want to handle that? And I think that's really important, to be able to get people to understand GOING FORWARD, WHAT'S IT GOING TO LOOK LIKE, WHAT CAN WE DO, WHAT'S TECHNICALLY INFEASIBLE, WHAT WE CAN'T DO, AND I THINK THAT'S A BIG PART OF THE REACH OUT FROM YOU GUYS AND WITH THE CITY AS TO WHAT'S GOING TO HAPPEN. SO HERE'S A QUESTION TO DOVETAIL ON TO WHAT JP WAS ASKING, AND MAYBE THIS IS FOR JAY. SO THE TMA, DOES THAT DO ANYTHING FOR OUR CIRCULATION PLAN?

OUR CIRCULATION PLAN IN REGARDS TO OUR GENERAL PLAN?

YEAH.

I might want to get back to you on that.

There's no stumping questions. It was a thought I had, like the aggregate, the overarching arch of all this stuff could be somewhat circular, that the plan could now get back into the circulation plan and SLIGHTLY MOVE THE WIDGETS IN A CERTAIN DIRECTION BECAUSE WE'RE NOTICING MORE TRAFFIC, MORE BUILDING. WE'VE HAD SOME EFFICACY WITH BIKES AND HOW DOES THAT AFFECT THE BIG PICTURE? I THINK THAT MIGHT BE A GOOD IDEA. I learned today there's a difference between the Clipper card and the Way to Go. Apparently, Way to Go is subsidized. In the Clipper, you just keep putting money in on it. That's a great thing. Transit passes are huge. When my wife worked at the Cancer Center at Stanford, she got rail passes and then jumped on the Marguerite to go to work. It was fairly painless. And she would loathe having to take the car. It's just too painful. But here's a question. It was something that struck me while I was studying this report. When we had COVID, traffic got way better. And now that employers are saying you got to come back to work, there's no work from home anymore, we know you're slacking off, you're playing with the dog. How can we influence employers to take cars off the road and do more work from home. There are some jobs, like my wife is currently at Gilead. If you're a scientist in a lab, you got to be there. I used to work for you. We talked about this. I worked for United. And I kind of have to go to work. It'd be hard to do that remote. What can we do to promote more working from home?

Oh, boy.

Because I think this is the answer. The lower left-hand corner of the big picture, this would fix a lot of things.

I had the opportunity to serve on the Blue Ribbon Task Force for Transit Recovery in the Bay Area. And I was representing the TDM folks. And it was a massive committee of 40 some odd people representing all the transit agencies and so forth. I was the only one that said, you know, this work from home thing, I think we need to keep it going. The only one in the room, and they didn't ask me for another question the whole rest of the time I served on the commission. Communities want to be activated. Transit systems want to be full. And employers want people in the seats. that they're paying for leases on. When they renegotiate their lease and they can downsize it, then there's some other things. But I think we've come off the peak. It's coming back down to probably be an average of one and a half to two days a week work from home. That's probably where we'll stay. Pre-pandemic, we were about 6% to 9%, depending on where you were, of work from home. So I think it'll probably be someplace in the 15 to 17% by the time we're done, which is a lot better than the six to nine, but not as good as the 50% where we were before.

Right. Okay. Well, here's a question. So do we ever reach out to other communities to invite them into this TDM and to have them participate, even though they're technically not in San Mateo?

No, the TMA itself is kind of restricted in geographic participation. As I mentioned before, though, Non-required members are eligible to join. And I think if the group was providing really valuable benefits that might make sense to lure some other people in, then you might get some people that would take up on that. It's hard to get people to join a club and have to pay dues. And that's kind of what it is. So they've been very restrictive about what programs they want to implement. A couple times when members have brought it up over the years, they've been voted down. Actually, it's probably never come to a vote because they couldn't get enough people to support the idea of doing something collectively and spending money and raising money amongst each other. And on that point, I will tell you, it's not only a case study for the city of San Mateo. I've shared San Mateo Rail Corridor TMA with my national organization I belong to, which is the Association for Commuter Transportation. And there is a TMA council. And this story has been shared widely in terms of the things that work well for it and the things that don't work well and kind of the lessons learned from it.

Right. Because one of the largest employers, Gilead, is inches over the border. And it's they're actually pretty good with buses and transportation and bike racks and like that. But I was just wondering if there could be any anecdotal benefits including them, especially with the 19th Avenue corridor since they're.

They do participate in the Commute.org shared shuttle program, and they're one of the big contributors to that program. Gilead is an example of somebody that does that, but it's outside of this core area.

So bike repair stations, is that simply a... What is that? And is there a person that works on your bike? How does this work?

I'll answer this one. But no, it's a self-maintenance grip. So it's got all the tools and wrenches kind of hooked onto it. And it's a place for you to put your bike up and do a tune-up on your own bike in those stations. And sometimes they come with, well, they most always have the tools, but sometimes they'll be patches and things like that. Tools, stuff like that. Yeah, oil.

Classes, including e-bike classes, since that's becoming very popular?

That's tricky. Yeah. The funding that we have for that does not currently allow us to do the e-bike training. Okay. We do bike safety, which can be used for both, but we don't do specific e-bike training currently. The funding doesn't allow it.

Okay. All right. You mentioned bike racks, and I promised not to get in the weeds with this one, but when I rode, one of the things is you go to a Starbucks and you got your cleats on and you want to walk in, click, click, click, and they don't like it. Having benches alongside the bike racks, especially a place of business, you could change your shoes and walk in comfortably. And again, I'm out of the weeds. We'll stop talking about that. There were a couple of other, got that, got that, got that. So once the financial sector loosens up some money for building and construction loans become more affordable, and we're going to see buildings sprouting up all over the place, how is this going to change your metrics?

Kind of what I alluded to before, which is that each of the projects have their own individual

AGREEMENTS. AND THAT'S BAKED INTO THE AND THAT'S BAKED INTO THE PERMIT PROCESS? PERMIT PROCESS?

RIGHT, THEY'LL BE REQUIRED TO RIGHT, THEY'LL BE REQUIRED TO GO THROUGH THAT. GO THROUGH THAT. WHAT I DON'T KNOW, ARE THE WHAT I DON'T KNOW, ARE THE HOUSING, IF SOMEONE GETS BUILT HOUSING, IF SOMEONE GETS BUILT UNDER THE NEW, WHAT IS IT, AB 812 UNDER THE NEW, WHAT IS IT, AB 812 OR, I GET MY NUMBERS WRONG, OR, I GET MY NUMBERS WRONG, BUT WERE THEY ABLE TO COME IN AND BUT WERE THEY ABLE TO COME IN AND CIRCUMVENT A LOT OF THE CITY CIRCUMVENT A LOT OF THE CITY PLANNING PROCESS? PLANNING PROCESS? I DON'T KNOW IF

FOLLOW THE RESTRICTIONS OF THE OF THAT OR NOT THAT'S A REALLY GOOD QUESTION THAT'S SOMETHING WE'RE LOOKING AT CURRENTLY INTERNALLY WITH A COUPLE OF PROJECTS THAT CAN BE WITHIN THE RAIL CORRIDOR TMA

Especially with the below market rate, it loosens, even eliminates a lot of the restrictions.

So yeah, I hadn't thought of until tonight, what happens if we get a project like that? And they may come into that area. They would be, of course, welcome to participate and join and everything else. But they may not be required to. I don't know the answer.

Exactly. OK. I think I'm good. I've covered. Oh, the last one. This is controversial. I almost didn't want to do this, but we'll do it anyway.

OK.

One of our residents, part of our, suggested that, and again, I'm just going to touch on this slightly and then get out of here. Mike Swire suggested that we tear down our parking lot garages and stop inducing people to come downtown to make traffic. Thoughts?

Is it... Mike's a lot bigger than me, so I guess I...

It's really controversial. I don't know any cities that are doing that. I mean, it seems to be counterproductive or counterintuitive.

I think I would just say that we would encourage people to ride their bikes anytime they possibly can. And I think with a lot of the infrastructure projects that are happening in the city, you're making it safer and better. And it will draw people in. I think that's the right answer. But I think the bike advocates will, you know, they pound the table louder than just about anybody else and good for them.

Right.

Exactly. Okay.

Well, I think I'm done. I think it was a great presentation. I like it. To answer your question, if we decide to not go with this, there would have to be something pretty glaring. It's like, wow, this is a... YEAH, THIS IS WAY OFF STANDARDS. THIS IS WAY OFF STANDARDS. SO DOES ANYBODY ELSE HAVE ANY SO DOES ANYBODY ELSE HAVE ANY QUESTIONS? QUESTIONS?

CAN WE MOVE TO THE CAN WE MOVE TO THE RECOMMENDATION SLIDE? RECOMMENDATION SLIDE? I THINK IT'S THE NEXT SLIDE, I THINK IT'S THE NEXT SLIDE, JOHN.

JOHN.

THANK YOU. THANK YOU. I KNEW I HAD SOMETHING ELSE TO I KNEW I HAD SOMETHING ELSE TO DO. DO. THANK YOU, KIMMY. THANK YOU, KIMMY. I CAN'T WAIT TO TELL.

OKAY. SO THE RECOMMENDATION IS FOR SO THE RECOMMENDATION IS FOR THE COMMISSION TO TAKE A MOTION THE COMMISSION TO TAKE A MOTION AND VOTE ON A RECOMMENDATION FOR AND VOTE ON A RECOMMENDATION FOR THE COUNCIL TO ADOPT THE TMA THE COUNCIL TO ADOPT THE TMA REPORT. REPORT.

WE'LL MAKE A MOTION THAT WE WE'LL MAKE A MOTION THAT WE ADOPT THE TMA AS WAS PRESENTED TO ADOPT THE TMA AS WAS PRESENTED TO US TONIGHT AND AS WE HAVE US TONIGHT AND AS WE HAVE ONLINE.

ONLINE. I CAN MAKE THAT MOTION.

I CAN MAKE THAT MOTION.

OKAY, GO AHEAD. OKAY, GO AHEAD. I MOTION TO ADOPT IT. I MOTION TO ADOPT IT.

ANY OKAY. OKAY. CAN WE TAKE A ROLL?

CAN WE TAKE A ROLL? CAN WE TAKE A ROLL? COMMISSIONER LEE? COMMISSIONER LEE? COMMISSIONER LEE? AYE. AYE. AYE. VICE CHAIR RENO? VICE CHAIR RENO? VICE CHAIR RENO? YES. YES.

YES. CHAIR CRANZ? CHAIR CRANZ? CHAIR CRANZ? YES. YES. COMMISSIONER RITA? COMMISSIONER RITA? YES. YES. AND COMMISSIONER MICHAEL?

AND COMMISSIONER MICHAEL? YES. YES. MOTION PASSES. MOTION PASSES. VERY GOOD. VERY GOOD. THANK YOU ALL. THANK YOU ALL. FANTASTIC QUESTION AND FANTASTIC QUESTION AND DISCUSSION TONIGHT. DISCUSSION TONIGHT. I REALLY APPRECIATE IT. I REALLY APPRECIATE IT. IT'S ALWAYS

JUST THROUGH THE CHAIR, JUST IN TERMS OF UPCOMING MEETINGS FOR JUST THROUGH THE CHAIR, JUST IN TERMS OF UPCOMING MEETINGS FOR THE SEPTEMBER 9TH MEETING, WE ARE THE SEPTEMBER 9TH MEETING, WE ARE PLANNING ON HAVING FOLLOW-UP ON THE PLANNING ON HAVING FOLLOW-UP ON THE CENTRAL EL CAMINO PLAN. CENTRAL EL CAMINO PLAN. IT'S THE STUDY THAT SAM TRANS IS IT'S THE STUDY THAT SAM TRANS IS UNDERGOING IN TERMS OF LOOKING AT UNDERGOING IN TERMS OF LOOKING AT HOW TO MAKE EL CAMINO MORE HOW TO MAKE EL CAMINO MORE MULTIMODAL. MULTIMODAL. WE'LL BRING THAT TO THE WE'LL BRING THAT TO THE COMMISSION ON SEPTEMBER 9TH. COMMISSION ON SEP

Are we good? Okay, with that, the meeting is adjourned. Thank you, everyone.

Recording stopped.