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Maps 2010 fall_update

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  • Focus Area (peak and daily) Vehicle trips VMT delay Greater Downtown (NE Cordon) (peak and daily) Vehicle trips VMT delay Citiwide(peak and daily) Vehicle trips VMT delay
  • Delay increase statistic is for focus area Focus Area (peak and daily) Vehicle trips – 120k PM Peak, 480k Daily VMT – 160k PM Peak, 770k Daily Delay – 6.5k hrs PM Peak, 28k hrs Daily Greater Downtown (NE Cordon) (peak and daily) Vehicle trips – 210k PM Peak, 850k Daily VMT Delay Citiwide(peak and daily) Vehicle trips – 450k PM Peak, 1.9M Daily VMT – 2.0M PM Peak, 9.3M Daily Delay – 55k PM Peak, 200k Daily
  • Talking points/faq: Amount of development represnted by Transbay, as well as all projects (# of units and/or jobs for Rincon, Transbay (I, II?), Eastern Neighborhoods, Mission Bay, M&O maybe, and TI), Traffic conditions (today, as well as with Transbay, etc.)
  • V:UPowerPointImages20060525perspectivejpg Treasureisland-landmark tower-all-2
  • Delay increase statistic is for focus area Focus Area (peak and daily) Vehicle trips – 120k PM Peak, 480k Daily VMT – 160k PM Peak, 770k Daily Delay – 6.5k hrs PM Peak, 28k hrs Daily Greater Downtown (NE Cordon) (peak and daily) Vehicle trips – 210k PM Peak, 850k Daily VMT Delay Citiwide(peak and daily) Vehicle trips – 450k PM Peak, 1.9M Daily VMT – 2.0M PM Peak, 9.3M Daily Delay – 55k PM Peak, 200k Daily
  • Focus Area (peak and daily) Vehicle trips VMT delay Greater Downtown (NE Cordon) (peak and daily) Vehicle trips VMT delay Citiwide(peak and daily) Vehicle trips VMT delay
  • Key talking points: These are not final; the goal is to discuss the perceived benefits, impacts, and concerns. We’ll collect feedback through the next phase of study, and continue the technical analysis of cost and benefits. All of these would be subject to review once monitoring and evaluation is in place. The rate may change, some may sunset if impacts are too high, etc.
  • Who are they
  • $35 – 65 million in transportation improvement revenue annually (net) all funds allocated to transportation infrastructure and operations expenditure plan would direct how funds are distributed, along with clear performance metrics bond against portion of revenue could deliver $300 - 600 million in capital projects would help get projects on the ground earlier in process These are not final. We’ll refine based on feedback and analysis, and return with a final package as part of the action in February. All of these would be subject to performance criteria to ensure that funds are invested wisely and efficiently
  • $35 – 65 million in transportation improvement revenue annually (net) all funds allocated to transportation infrastructure and operations expenditure plan would direct how funds are distributed, along with clear performance metrics bond against portion of revenue could deliver $300 - 600 million in capital projects would help get projects on the ground earlier in process These are not final. We’ll refine based on feedback and analysis, and return with a final package as part of the action in February. All of these would be subject to performance criteria to ensure that funds are invested wisely and efficiently
  • $35 – 65 million in transportation improvement revenue annually (net) all funds allocated to transportation infrastructure and operations expenditure plan would direct how funds are distributed, along with clear performance metrics bond against portion of revenue could deliver $300 - 600 million in capital projects would help get projects on the ground earlier in process These are not final. We’ll refine based on feedback and analysis, and return with a final package as part of the action in February. All of these would be subject to performance criteria to ensure that funds are invested wisely and efficiently
  • This is the schedule for the remainder of the study. We will host public workshops this summer, both in San Francisco and in the neighboring counties. As a reminder, this is still a study, with the goal of answering the following questions: What scenarios would be feasible? What improvements should be part of the package? What are the potential benefits and impacts? Is congestion pricing right for San Francisco?
  • How do you think it will affect the decisions by businesses (small and large) located in downtown San Francisco? Do you think businesses would be more likely or less likely to locate in downtown San Francisco? Thinking about your own business: Does your firm compete for labor mainly in the City and County of San Francisco, the broader Bay Area, or national/international markets? How would something like this impact your ability to retain employees? How do most of your employees get to work? Does your firm compete with other firms primarily from the City and County of San Francisco, the greater Bay Area, or nationally/internationally? How do you think this might impact your ability to compete with businesses that don’t operate in an area where congestion pricing exists? If your firm had to relocate out of downtown San Francisco, where would the second best location be: other locations in San Francisco, other areas in the Bay Area, or outside the Bay area? In general, what makes San Francisco and your current location preferable? Could it be the proximity to labor, customers, or other vendors of services? Could it be the availability of transportation options? Do you think congestion pricing would deter your customers from visiting your place of business? Whom would it deter? Do you think rising gas prices have changed people’s driving habits? How so? Have your businesses felt any impact in your customer base or delivery of goods as a result of changing gas prices? What if the congestion charge was levied only during peak hours, let’s say 7am-9am and 4pm-6pm. Do you think the overall impact on your business would be less severe? How much of your business is conducted during peak vs off-peak hours? What if drivers were charged when crossing into and out of the city? Do you think this would help San Francisco businesses attract new customers that currently drive out to Daly City or the East Bay to shop? Do you think it’s possible for congestion pricing to improve customers’ access to your business or your access to customers? ( PROBE: What if more pleasant streets or the knowledge that you could get around quicker meant that more people shopped downtown while people just passing through took another route?) We know from other cities where congestion charging has been implemented that the downtown areas are still robust and thriving. The design of the program matters. Businesses in the London zone are growing at 2x the rate of businesses outside of the zone. Stockholm saw a 5% increase in retail uptake. Additionally in Stockholm: Delivery schedules shifted to accommodate the charge Drivers were able to make approximately 5 deliveries/hr with the charge, compared with 4/hr without the charge Courier companies reported more efficient driving/routes when charge in place, leading to a 10% increase in productivity for one of the companies studied Companies reported that finding parking spaces in the charging zone Overall travel time decreased by 20% The top reasons that people visit or shop in Downtown San Francisco (restaurants, types of shops, atmosphere) will either remain the same or improve with congestion pricing. With this in mind, are there other ways that you might envision spending the revenue? What about using the revenue for improvements to the streets themselves? ( PROBE: Signal timing, real-time traffic information (on messages boards), street resurfacing, bike lane and pedestrian improvements, and landscaping) What investments do you think could be made with the program revenues that would help you attract more customers, despite the congestion charge to drivers? Say you had $100 to spend. How would you distribute the funds across the various categories that you’ve just mentioned?
  • 25 of jobs = 3600 Much of local and regional growth will occur in already congested areas 382,000 more daily trips made to, from and within the Focus Area by 2030 10% more time lost by 2015, over 30% more by 2030 travel times will increase substantially, with proportion of delay growing to more than 60% on average Unable to reach environmental goals with technology alone
  • This is the schedule for the remainder of the study. We will host public workshops this summer, both in San Francisco and in the neighboring counties. As a reminder, this is still a study, with the goal of answering the following questions: What scenarios would be feasible? What improvements should be part of the package? What are the potential benefits and impacts? Is congestion pricing right for San Francisco?
  • This is the schedule for the remainder of the study. We will host public workshops this summer, both in San Francisco and in the neighboring counties. As a reminder, this is still a study, with the goal of answering the following questions: What scenarios would be feasible? What improvements should be part of the package? What are the potential benefits and impacts? Is congestion pricing right for San Francisco?

Maps  2010 fall_update Maps 2010 fall_update Presentation Transcript