HomeMy WebLinkAbout2012/12/11 Item 29~~~ ~ CITY .COUNCIL
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12/11/12, Item w 1
ITEM TITLE: RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
CHULA VISTA ACCEPTING THE PROGRESS REPORT ON
CLIMATE ACTION PLAN IMPLEM TATION
SUBMITTED BY: DIRECTOR OF PUBLIC WORK ~
ADMINISTRATIVE SE VICES MA GER 'r-~'~-_
REVIEWED BY: CITY MANAGE
ASSISTANT CIT ANAGER~~
4/STHS VOTE: YES ~ NO ~X
SUMMARY
As directed by City Council, staff has been implementing (based on available funding) a
variety of programs and policies outlined in its Climate Action Plan to address the threat
of climate change to the local community. These 18 actions offer numerous community
co-benefits such as utility savings, better air quality, reduced traffic congestion, local
economic development, and improved quality of life. To date, the majority of climate
action- measures have been able to be successfully implemented by leveraging existing
budgets and securing additional external funding sources. New initiatives to support
Climate Action Plan implementation include commercial PACE financing, rooftop solar
facilitation, and the San Diego Regional Climate Collaborative.
ENVIRONMENTAL REVIEW
The Development Services Director has reviewed the proposed activity for compliance
with the California Environmental Quality Act (CEQA) and has determined that the
activity qualifies for a Class 8 categorical exemption pursuant to Section 15308 [Actions
by Regulatory Agencies for Protection of the Environment] of the State CEQA
Guidelines. Thus, no further environmental review is required.
RECOMMENDATION
Council adopt the resolution.
BOARDS/COMMISSION RECOMMENDATION
Staff presented the Climate Action Plan progress report to the Resource Conservation
Commission at their November 5, 2012 meeting. The Resource Conservation
Commission unanimously recommended that City Council accept the progress report.
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12/11/12, Item `l-~
Page 2 of 4
DISCUSSION
For over a decade, Chula Vista has been anationally-recognized leader in implementing a
Climate Action Plan to address the threat of climate change to the local community. The
recently-revised Climate Action Plan includes seven climate "mitigation" measures, which
are designed to reduce greenhouse gas emissions, and 11 climate "adaptation" measures,
which are designed to reduce Chula Vista's vulnerability to expected local climate change
impacts. In addition to addressing climate change concerns, these climate action measures
offer numerous community co-benefits such as utility savings, better air quality, reduced
traffic congestion, local economic development, and improved quality of life.
The attached. Climate Action Plan report outlines the implementation progress for the
current 18 climate-related actions and their 57 associated components. Overall, 60% have
been successfully completed and/or are being implemented on an ongoing basis, while
another 35% are still being actively pursued. Only three components remain on-hold due
to funding shortages - the H Street Corridor Study (Mitigation Measure #6) and two
components dealing with biological monitoring (Adaptation Strategies #8 & #9).
Staff continues to pursue external funding sources and to develop new initiatives to
support implementation of the Climate Action Plan. In July, Chula Vista submitted a
$3.1 million proposal to San Diego Gas & Electric (SDG&E) under their Local
Government Partnership (LGP) program for calendar years 2013-2014. The LGP
program's goal is to leverage municipal policies, programs, and services to maximize
energy efficiency opportunities and the City and SDG&E have been successfully
collaborating on a LGP since 2006. The City's LGP proposal has been accepted by
SDG&E and has been approved by the California Public Utilities Commission. The LGP
will enable Chula Vista to continue to implement and expand the Free Resource &
Energy Business Evaluations program (Mitigation Measure #3), facilitation of the City's
"green" design and construction standards (Mitigation Measure #4 and Adaptation
Strategies #1, #2, #3, & #4), municipal energy management and retrofit activities
(Mitigation Measure #5), and the Home Upgrade, Carbon Downgrade program
(Mitigation Measure #5).
To .help improve the efficiency of .existing commercial buildings in Chula Vista
(Mitigation Measure #5), the City successfully launched a voluntary Property-Assessed
Clean Energy (PACE) program in late September. CaliforniaFIRST (or CaIFIRST), which
is being administered by the California Statewide Communities Development Authority, is
the largest PACE program in the state and allows commercial property-owners to easily
finance energy efficiency, renewable energy, and water conservation improvements and
repay the debt service through their biannual property tax payments. Because tax bills
have seniority over other liens and are considered more secure, it allows local property-
- owners to access more competitive loan interest rates. In addition, the debt service stays
with the property upon sale or transfer, since the efficiency improvements still benefit the
new owners. City staff is now working to expand the PACE program over the next few
months to.allow residential property-owners to access similar financing to support home
energy and water efficiency retrofits (Mitigation Measures #5 & #7).
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12/11/12, Item ZC1
Page 3 of 4
Over the past six months, Chula Vista has also been collaborating with the California
Center for Sustainable Energy (GCSE) and 11 other jurisdictions across San Diego,
Orange, Riverside, and Los Angeles Counties on the "Southern California Rooftop Solar
Challenge" under the Department of Energy's SunShot program. Through information
sharing and technical assistance via regional working groups, City staff is proactively
identifying opportunities to better facilitate local solar photovoltaic (PV) systems by
standardizing permitting processes, updating zoning codes, and increasing access to
financing. As a result, staff will be pursuing a variety of new initiatives such as a
centralized "all things solar" webpage, revised solar array zoning guidance, and a
community volunteer event to help low-income families receive free solar PV systems.
These efforts will ultimately help to lower the administrative or "soft" costs associated
with solar systems making adoption by residents and businesses simpler, faster, and more
° cost-effective (Mitigation Measure #5).
To promote clean transportation measures both within municipal operations and in the
Chula Vista community (Mitigation Measures #1 & #2), the San Diego Association of
Governments (SANDAG) and GCSE completed an independent analysis of the City's
alternative fuel and transportation programs and policies. Specifically, the organizations
helped to identify alternative fuel vehicles and fuel availability for the City's vehicle
fleet, commuter programs that the City could promote to its employees, smart growth
policies that enhance local walking and biking options, and outreach materials that could
be shared with local residents, schools, and businesses. The resulting "Clean
Transportation Energy Roadmap" (Attachment B) will assist Chula Vista in pursuing a
variety of sustainable transportation initiatives.
Finally, the City of Chula Vista has helped to recently launch the new "San Diego
Regional Climate Collaborative." In partnership with the City of San Diego, County of
San Diego, Port of San Diego, San Diego Foundation, and San Diego Gas & Electric, the
Climate Collaborative and its associated website (www.sdclimatecollaborative.org) will
serve as a means to increase local, statewide, and national awareness of the San Diego
region's leadership in addressing .climate change issues and promoting sustainable
development. In addition to offering a centralized, consistent source of information for
community leaders and the general public, the Climate Collaborative can be leveraged to
make the region more "competitive in grant solicitations and more attractive to potential
funders by demonstrating a strong partnership commitment between public agencies.
DECISION MAKER CONFLICT
Staff has determined that the recommendations requiring Council action are not site
specific and consequently the 500 foot rule found in California Code of Regulations
section 18704.2(a)(1) is not. applicable to this decision. Staff is not independently aware,
nor has staff been informed by any City Councilmember, of any other fact that may
constitute a basis for a decision maker conflict of interest in this matter.
CURRENT YEAR FISCAL IMPACT
The Climate Action Plan is being implemented using existing budgets and external
funding sources, resulting in no new fiscal impact in the current year.
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12/11/12, Item 2~
Page 4 of 4
ONGOING FISCAL IMPACT
There is no new, ongoing fiscal impact due to implementation of the Climate Action
Plan, since it is being implemented using existing budgets and external funding sources.
ATTACHMENTS
Attachment A -Climate Action Plan Implementation Progress Report (November 2012)
Attachment B -Chula Vista Clean Transportation Energy Roadmap
Prepared by: Brendan Reed, Environmental Resource Manager, Public Works -Conservation Section
K IPUBLIC WORKS- ENGIAGENDAICAS20121!2-I1-721Climate AC[{On Plan Update_Ocf '12_CAS_FINAL.doc
29-4
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CITY OF
CHUTAVISTA
CLIMATE ACTION PLAN
Implementation Progress Report
.November 2012
SUMMARY
Since 2000, Chula Vista has been implementing a ``Climate Action Plan" to address the threat of
climate change to the local community. Over the past 3 years, this original plan has been revised
to incorporate new climate mitigafion (2008) and adaptation (2011) measures to strengthen the
City's climate action efforts and to facilitate the numerous community co-benefits such as utility
savings, .better air quality, reduced traffic congestion, local economic development, and
improved, quality of life. Based on available funding, staff has been implementing the 18
climate-related actions and their 57 associated components. To date, most of the components
have been successfully completed, are being implemented on an ongoing basis, or are being
actively pursued. Only three components remain on-hold due to funding shortages
BACKGROUND
Since the "early 1990s, Chula Vista has been engaged in .multiple climate change forums
including the United Nations Framework Convention on Climate- Change, the ICLBI Cities for
Climate Protection campaign, the California Climate Action Registry, and the U:S. Conference
of Mayor's Climate Protection Agreement and has committed to reduce.its greenhouse gas
(GHG) emissions 20% below 1990 levels. To accomplish this GHG reduction or climate.
"mitigation" goal, the City adopted a Carbon Dioxide (C02) Reduction Plan in 2000, which
outlined steps for Chula Vista to .reduce energy and fuel use at municipal facilities and
throughout the community. In 2008, seven new climate mitigation measures were adopted by
City Council to augment past efforts by improving energy and water efficiency, expanding
renewable energy systems, converting to more fuel efficient and alternative fuel vehicles,'and
designing transit-friendly, walkable communities. To complement these climate mitigation
actions, City Council adopted eleven strategies in May 2011 to reduce Chula Vista's
vulnerability to expected local climate change impacts (known as climate "adaptation"). These
strategies addressed expected impacts such as hotter and drier weather, diminished imported
water supplies, more poor air quality/heat wave days, more frequent wildfires, shifts in habitat
and species distribution, and increased rates of sea level rise. By minimizing the risks associated
with climate impacts now, future costs and public health concerns can be avoided and/or
minimized.
IMPLEMENTATION PROGRESS
. The following report outlines the implementation progress for the 7 climate mitigation measures
and the 11 climate adaptation strategies. In addition to background information and next steps,
staff has highlighted whether the implementation is: ,
Completed -All required implementation steps have been completed
Climate 9clion Plan Implementation
Progress Repoli (November 2012)
29-5
1of19
Ongoing- All required initial steps have been completed, but component is still
actively being implemented
In Progress -Implementation steps are still being developed and pursued based on the
original implementation plan
On-Hold -Implementation has not proceeded due to a programmatic barrier (such as
funding)
As directed by City Council, staff has been implementing the 18 climate-related actions and their
57 associated components based on available funding. Out of the 27 mitigation-related
components, 75% and 22% have been successfully completed/ongoing or are still being actively
pursued, respectively. Only the H Street Corridor Study (under Mitigation Measure #6) is
currently "On-Hold" due to the. dissolution of the City's Redevelopment Agency. Out of the 30
adaptation-related components, 47% and 47% have been successfully completed/ongoing or are
still being actively pursued, respectively. There are two components dealing-with biological
monitoring (under Adaptation Strategies #8 & #9) that remain "On-Hold."
Staff continues to proactively seek new funding resources to support full implementation. Chula
Vista submitted a $3.1 million proposal to San Diego Gas & Electric (SDG&E) to continue and
expand its Local Government Partnership, which will be considered by the California Public
Utilities Commission in November. The City, in coordination with the California Statewide
Communities Development Authority, successfully launched a voluntary Property-Assessed
Clean Energy (PACE) program for commercial buildings in late September. PACE allows
commercial property=owners in Chula Vista to easily finance energy efficiency, renewable
energy, and water conservation improvements and repay the debt service through their biannual
property tax payments. Finally, Chula Vista secured federal funding through the Department of
Energy's SunShot Initiative (as part of the "Southern California Rooftop Solar Challenge"
proposal) to identify local barriers to solar photovoltaic installations. Over the next 6 months,
staff will be pursuing a variety of new initiatives to more effectively facilitate rooftop solar
installations such as a centralized "all things solar" webpage, revised solar array zoning
guidance, and a community volunteer event to help low-income families receive free solar
photovoltaic systems. `. .
Since the last progress report, the City of Chula Vista, in partnership with the City of San Diego,
County of San Diego, Port of San Diego, and San Diego Association of Governments
(SANDAL), has officially launched the "San Diego Regional Climate Collaborative." .The
Climate Collaborative, and its associated website (www.sdclimatecollaborative.org) and brand
identity, will serve as a means to increase local, statewide, and national awareness of the San
Diego region's leadership in addressing climate change issues and 'promoting sustainable
development. Finally, SANDAL and the California Center for Sustainable Energy completed an
independent analysis of the City's alternative fuel and transportation progiams and policies. The
resulting '`Clean Transportation Energy Roadmap" will help Chula Vista implement a variety of
sustainable transportation initiatives.
Climate Action PLan Implementation ~ - . ' - 2 of 19
Progress Report (November 2012) .
29-6 .
CLIMATE MITIGATION MEASURES
The following (7) measures are designed to reduce greenhouse gas or "carbon" emissions from .
municipal operations and the broader Chula Vista community. The measures complement one
another as well as state and federal climate mitigation initiatives.
MITIGATION MEASURE #1
CLEAN VEHICLE REPLACEMENT POLICY FOR CITY FLEET
Overview
Measure #1 directs the City to require that 100% of the replacement vehicles purchased for
the municipal fleet be high efficiency (hybrid) or alternative fuel vehicles (AFVs). However,
factors such as the appropriateness for the vehicle task, fueling -infrastructure, petroleum
displacement, and the overall cost and environmental benefit must be considered prior to
purchasing each replacement vehicle.
Next Steps
City vehicles will be replaced with hybrids or AFVs on an ongoing basis, as appropriate
funding becomes available. For Fiscal Year 2013, two additional wastewater vehicles and
four additional general Public Works vehicles. will be replaced with either hybrid or
alternative fuel technologies. Future alternative vehicle efforts will also be informed by the
recent Ciean Transportation Energy Roadmap completed by SANDAG and 'the California'
Center for Sustainable Energy on behalf of the City of Chula Vista.
Climate Acrion Plan Implementation
Progress Report (November 2012)
3of19
MITIGATION MEASURE #2
CLEAN VEHICLE REPLACEMENT FOR CITY-CONTRACTED FLEETS
Overview
Measure #2 directs staff to work with fleets under City authority to influence their expanded
use of alternative fuels and high efficiency/alternative fuel vehicles (AFV) including electric,
biodiesel, ethanol, hybrid, hydrogen, and compressed natural gas (CNG) based on
appropriateness for vehicle task, fueling infrastructure, petroleum displacement, overall cost,
and environmental benefit.
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1 Convert Chula Vista Transit to alternative ~~
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ed 100% of Chula Vista Transit fleet have
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Convert Solid Waste Hauler to ,; r~, `~,{~ 100% of Allied Waste fleet have been
2 alternative fuels and/or high efficiency Completed
vehicles
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Staff is working with the currently .
Convert Street Sweeper to alternative
3 In Progress contracted vendor to investigate more
fuels and/or high efficiency vehicles
_ affordable AFV technologies.
Anew RFP.for Tow Truck service, which
Convert City-contracted Tow Trucks to includes hybrid/AFV requirements, has
4 alternative fuels and/or high efficiency In Progress been finalized and is scheduled to be
vehicles released iri the near future.
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5 Open publicly-available CNG dispenser ,
Completed; dispensed almost 44,100 gallons
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(equivalent) since October 2011.
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Next Steps
The City continues to work with contractors and community partners to promote local
alternative fuel use and infrastructure, which will be informed by the recent Clean
Transportation Energy Roadmap completed by SANDAG and the California Center for
Sustainable Energy. City staff is currently seeking full-service vendors to install, operate, and.
maintain a network of electric vehicle charging stations at City-owned facilities and parking
lots. In addition, staff is investigating the expansion of electric vehicle car sharing programs
into Chula Vista.
Climate Action Plan Implementation.
Proa ess Report (November 2012)
29-8
4of19
MITIGATION MEASURE #3
BUSINESS ENERGY EVALUATIONS
Overview
The measure, as revised by City Council, states that businesses with storefronts or offices
need to participate in a no-cost energy and water evaluation of their premises when a new
business license is issued or once every 3-5 years for a renewed business license. The
measure helps businesses identify efficiency opportunities at their facilities, access rebates
and financing for efficiency improvements, and lower their monthly utility costs. Businesses
are not required to implement any of the identified energy or water efficiency opportunities
and are not required to complete evaluations for facility areas beyond their operational control
(ex. whole-building systems operated and maintained by a Property Manager/Landlord).
Next Steps
San Diego Gas & Electric has approved funding continuance for the Free Resource & energy
Business Evaluation program as part of the City's 2013-2014 Local Government Partnership.
The Local Government Partnership will continue to provide critical funding and resources to
assist local businesses in reducing their energy use and costs. Since its inception, the program .
continues to have approximately 94% of businesses (based on participant surveys) state that
they would refer the FREBE program to another business. " -.
Climate Action Plan Implementarion " ~ ~ ~ ~ 5 of 19`
Progress Repoli (November 2012)
29-9
MITIGATION MEASURE #4
GREEN BUILDING STANDARD
Overview
Measure #4 directed staff to adopt regulations mandating new and renovated residential and
non-residential projects to incorporate early the requirements of the Housing and Community
Development's California Green Building Standards Code (CalGreen) and to be more energy
efficient than the 2008 Building Energy Efficiency Standards (Title 24) by a specific
percentage. In addition, the measure directed staff to implement a green building awareness
program and update/establish design and regulatory provisions that incorporate sustainable
practices at acommunity-scale.
Next Steps
City staff will be implementing a variety of "best practices" to help promote rooftop solar
photovoltaic system permitting and zoning as part of the federally-funded Southern California
Rooftop Solar Challenge. City staff will also be revising its Enhanced Energy Efficiency
standard in 2014, as needed, when the new statewide Title-24 code is revised. -
_ Climate Action Plan Implementation - ~ ~ ~ 6 of 19
.Progress Report (November 2012)
29=10
MITIGATION MEASURE #5
SOLAR & ENERGY EFFICIENCY CONVERSION PROGRAM
Overview.
The "Solar & Energy Efficiency Conversion" program was recommended to help facilitate
energy efficiency and renewable energy retrofits in the community and at municipal facilities.
The community component, called the Home Upgrade, Carbon Downgrade program, is
intended to help .the average resident and small business overcome common institutional
barriers, upfront capital costs, complicated application processes, and time constraints. The
program also strives to promote local job creation and economic development by linking
community participants with local contractors and vendors. Finally, Measure #5 included the
implementation of apre-wiring and pre-plumbing requirement for solar photovoltaic (PV) and
solar hot water systems, respectively, in all new residential units.
•. -.
~' ~ ~ ~~: With federal stimulus funds
the City's
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Home Upgrade, Carbon Downgrade
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400,000 sf of residential space to lower
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With the recent completion of design
2 Upgrade municipal facilities with energy ,.~'~ ,~i~~z: work, staff hopes to secure financing to
efficiency & solar energy technologies +1,- ~ g ,9 ~ convert over 2,000 arterial streetlights to
'~~t%~ F ~~ LED technology byDecember 2012.
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~ 4at ~~. Through the Home Upgrade, Carbon
.,;, ~'~F: Downgrade program, over $3.9 million in
3 Link conversion program to local ~Ongomg ` sales have been generated at local
economic development ~~'~ '~ ' ~ appliance stores benefitting the Chula
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standards for solar pv & solar hot water Completed; ordinances. To date, 1,390 new
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Next Steps
The City included additional funding for its Home Upgrade, Carbon Downgrade program in
its- 2013-2014 SDG&E Local Government Partnership proposal. Potential program
components include streamlined permitting, workforce training, and home energy ratings in
order to further facilitate energy retrofits in the community. Within the next two months, City
'staff also plans to release a Request for Proposals to pursue aresidential-focused Property
Assessed Clean Energy (PACE) program to help finance homeretrofits.
Climate Action Plan Implementation _ _ ~ ~ ~ - 7 of 19
` Progress Report (November 2012) ~ ~ ~ ~ ~. ~_ - ~ ~ -
29-;11 .
-. ,.
MITIGATION MEASURE #6
SMART GROWTH AROUND TROLLEY STATIONS
_,
Overview
Measure #6 is intended to accomplish the remaining planning groundwork necessary to
support realization of the "Smart Growth" development densities and intensities envisioned in
both the General Plan and the Urban Core Specific Plan (UCSP). Specifically, the measure's
four components are focused on the areas surrounding the E Street, H Street, and Palomar
.Street trolley stations.
•• -.
Staff is continuing to work with property
Implementation of UCSP around E Street
I
P
s owners and other interested parties
e
t Trolley Station n
rogres towards proj
ct options for E Street
parcels, and will apprise the City Council
when viable prospects are identifed.
• Initiate a H Street Corridor Study to Due to the dissolution of redevelopment
2 better define redevelopment On-Hold agencies statewide, the H StreetCorridor
_
- opportunities around the Trolley Station Study is on-hold indefinitely until
alternative funding sources are identified.
Develop a specific plan for the Palomar City is currently working to complete the
3 Gateway area, including the Palomar In Progress specific plan and its related
Trolley Station environmental documents for City
Council consideration in early 2013.
In coordination with SANDAG and
Pursue trolley grade separation along the CalTrans, a consultant has been
4 I-5 corridor In Progress engaged to conduct a grade separation
design study to be completed in
December 2012.
Next Steps
The City will continue to pursue "Smart Growth" development surrounding Chula Vista's
three trolley stations. Specifically, staff will work with CalTrans and SANDAG to complete
project design and to secure funding for trolley grade separation. In addition, the City will
continue to pursue project options for the E St. Station area properties and to identify
alternative funding opportunities for the H Street Corridor Study.
Climate Action Plan Implementation ~ ~ - 8 of 19
Progress Report (November 2012)
MITIGATION MEASURE #7
TURF LAWN CONVERSION PROGRAM
Overview
Because water movement and treatment requires a large amount of energy (leading to GHG
emissions), Measure #7 helps residents and- businesses replace turf lawn areas with
"WaterSmart" landscaping. Specifically, the program's components include (1) continuation
and expansion of the NatureScape program to promote water conserving and nature-friendly
landscaping, (2) coupling of residential and business turf lawn replacement with the solar and
energy efficiency conversion program (Measure #5), (3) converting select municipal facilities
to low water use plantings and irrigation, and (4) updating various municipal landscape
regulations and guidelines to comply with new state requirements and further. promote
outdoor water use, efficiency.
•• •-. -
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~ Through the program, over 200 residents
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1 Expand the NatureScape outreach
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workshops contributing to the City's 430
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While current federal funding for the
• Include turf lawn replacement in Home Home Upgrade, Carbon Downgrade
2 Upgrade, Carbon Downgrade program In Progress program can not be used for turf
(Measure #5) conversions, staff is pursuing residential
PACE financing to support the effort.
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Convert municipal facilities to low water ~ On't
m `~` Projects at both Energy Upgrade
3 o
use plantings & irrigation r~;'r~-?g~w 9z' Demonstration Homes on Ash Avenue
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budget for new or renovated landscapes
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Next Steps
City staff continues to pursue funding sources to support turf conversions. For municipal
facilities, staff is working to develop a resource reinvestment fund, in which a portion of
utility savings from energy and water retrofit projects can be reinvested in similaz projects. In
'the community, City staff plans to release a Request for Proposals to pursue a residential-
focused Property Assessed Clean Energy (PACE) program to help finance turf retrofits:
Climafe Action Plan Implementation ~ ~ ~ . ~ ~ 9 of 19
Progress Report (November 2012)
29-13
CLIMATE ADAPTATION STRATEGIES
The following (11) strategies are designed to reduce Chula Vista's future risks and costs from
expected climate change impacts such as sea level rise, more frequent wildfires and extreme heat
days, and increased stress on energy and water supplies. The measures complement one another
as well as state and federal climate adaptation initiatives.
Overview
To address' climate change impacts related to the urban heat island effect (hotter ambient air
temperatures), Strategy #1 is intended to incorporate reflective (or "cool paving") into all
municipal projects (parking lots and streets) and new private parking lot projects over a
specific size. Cool pavements refer to a range of established and emerging paving materials,
which store less heat and have lower surface temperatures compared with conventional
products. Specifically, the strategy's components include performing a comprehensive study
to evaluate and test multiple reflective pavement technologies and developing options (based
on the study's results) for incorporating cool pavement technologies into municipal standards.
Next Steps
Although Chula Vista was not successful in securing grant funding for a cool paving
demonstration site at Greg Rogers Park, the City will continue to pursue possible funding-
sources. The City will also be piloting some modifications to existing pavement treatments to
improve their "coolness" as recommended in the recently-completed Cool Pavement Report.
Staff plans to return to City Council in the next 2 years with a formal policy for consideration. ,
. ~~ ClimateAction Plan Implementation ~ ~ - .-, .~ ~ ~ - (0 of 19
Progress Report (November 2012) -
` .., 29-14 .
Overview
To address climate change impacts related to the urban heat island effect and energy demand,
Strategy #2 is intended to incorporate shade trees into all municipal improvement projects and
all private development parking lot projects. Shade trees contributing to a robust urban forest
act as a natural cooling mechanism for urban areas. In addition, canopy-forming trees help
reduce storm water runoff, provide habitat for wildlife, and increase property values.
Specifically,-the strategy's components include (1) developing a shade tree policy for future
City Council consideration, (2) amending the Municipal Landscape Manual to be consistent
with the new policy, and (3) ensuring that the recently-updated Design Manual is consistent
with the new policy.
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1 Develop a formal shade tree policy ,Completed)
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within muniapal and private parkling lots
_ ~,;,~x °s `~ was approved in May 2012.
Amend the Municipal Landscape Manual Based on the outcome of component #1',
2 to be consistent with the new shade tree In Progress the Municipal Landscape Manual will be
policy revised, as appropriate.
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4
~ As part of the new Council-approved
Ensure that the Design Manual is '
§`e
~~ ~ Design Manual, new development
& Cpmpleted; projects must incorporate shade trees
consistent with the new shadi=tree policy ~:, ~~~{E~~,,.r
~ and provide at least 50% shade
,"~'`~`~
* `. coverage for paved areas.
a4 ~ i
w1° = a r
Next Steps
Since a formal Shade Tree policy has now been adopted by City Council, staff expects to
complete complementary updates to the Municipal Landscape Manual by spring 2014, as part
of a more comprehensive revision process.
- Climate Action Plan Implementation ~ 17 of 19
Proa ess Report (November 2012) _ -
' ,' 29-15
Overview
Strategy #3 is intended to address climate change impacts related to the urban heat island
effect and energy demand by promoting "cool roofs." Cool roofs, which are made of highly
reflective and emissive material, can remain approximately 50 to 60°F cooler compared to
traditional materials, thus helping to lower ambient temperatures inside and outside of
buildings. This creates a more comfortable and healthy environment for building occupants
and reduces energy use for air-conditioning. To accomplish Strategy #3, City staff will
further evaluate cool roofing options and propose amendments to the municipal building
codes for City Council consideration.
Next Steps
The City will continue to implement its new cool roof requirements under the City's broader
green building standards. Local amendments to building codes expire when new California
building codes take effect. As such, staff will evaluate the 2013 California Green Building
Standards Code and propose local amendments for City Council consideration prior to the
new statewide standards beginning in January 1, 2014.
12 of 19
Overview
Expected climate change impacts could limit imported water availability, increase utility costs
for residents and businesses, and lead to higher demand for local water sources. As such,
Strategy #4 is intended to educate the community about the benefits and appropriate uses of
local water supplies and further integrate recycled water/onsite water reuse systems into new
development. Specifically; components include (1) evaluating municipal building code
options to incorporate single-source graywater "stub-outs" in new residential buildings and
indoor recycled water in new commercial buildings, (2) developing-an educational guide
about proper graywater use, (3) creating an incentive (using external funding sources) to
promote onsite water reuse, and (4) updating the City's water-related plans to reference and ,
promote recycled water and onsite water reuse systems.
•. -.
Staff has begun to present a draft
Develop standards for incorporating graywater stub-out ordinance to the
1 graywater stub-outs (residential) and In Progress Development Services Oversight
indoor recycled water use (commercial) Committee, the Board of Appeals &
Advisors, and the Resource
Conservation Commission.
Based on the outcome of component #1,
• Develop a graywater educational guide to
i P
I an educational guide will be created to
t
th
s
f
d
2 help ensure proper use r
rogress promo
e
e proper u
e o
graywater an
other onsite water reuse options (such as
rain harvesting).
A framework for an onsite water reuse
3 Create an onsite water reuse incentive In Pro ress
9 incentive program has been developed
program and is being used to solicit external
funding sources for support.
Basedon the outcome of component #1,
4 Update water-related municipal - In Pro ress
g municipa6 guidelines will be updated to
guidelines & plans to promote graywater be consistent with new graywater and
other water reuse policies.
Next Steps
Staff expects to present a graywafer stub-out ordinance and related installation guidelines to
City Council for consideration by January 2013. Because indoor use of recycled water is a
more complex issue, a draft standard for commercial buildings will be pursued after astub-out
standard is finalized.
.. ' ~ ~' Climate Action Plan Implementation - ~ - ~ 13 of 19
~, - Progress Report (November 2012) - ~ ~ -
,. 29-17 .:
Overview .
Climate change will likely alter regional precipitation patterns, thus altering water runoff and
sediment movement flows through local watersheds. Because of .urbanization and its
associated activities, pollutants are discharged with these flows into the City's storm drainage
systems, creeks, rivers, San Diego Bay, and the ocean and reduce the beneficial uses of these
water bodies for the Chula Vista community. Strategy #5 is intended to revise the City's
storm water regulations and applicable municipal codes to efficiently manage higher
concentrations of pollutants in urban runoff by minimizing water waste, using natural
landscapes to help drain or reuse runoff, and by ensuring that irrigations systems are properly
installed and maintained.
. •. •-.
x ~kE ~ fi
`
k`
Develop revisions to the municipal code `~ ; +~r,'f~'*~
~"
. Code revisions were adopted by City
1 to prohibit excessive landscape over tCompleted$ Council at their November 20, 2012
irrigation resulting in urban runoff *M~°#"~ ~ ; meeting.
,~"'vl
~~'t
x ~~^
' ~ After extensive research, a guidance
Encourage the beneficial reuse of pipe I
P brochure is currently in development and
2 flushing water at construction sites n
rogress is expected to be completed by
December 2012.
Draftnon-monetary incentives to
Develop incentives promoting Low incorporate LID features into
3 Impact Development (LID) design In Progress development projects. are being created
concepts -
- for City Council consideration by
' ~ February 2013:
Potential external funding sources for a
Conduct a feasibility study for the dry-weather water reuse project at Hilltop
4 beneficial reuse of dry weather flow In Progress Park (or similar type projects) are being
sources - ~ explored. ~ ~.
Next Steps
For component #4, staff will further develop the Hilltop Pazk Storm Water Reuse Project over
the next 6 months and seek funding support,. as appropriate.
- Climate Action Plan Implementation
' ~ Progress Report (November 2012).
29-18
14 of 19
Overview
'The frequency and intensity of wildfires and extreme heat events is expected to increase due
to local climate change impacts. These events could lead to greater public safety (loss of life,
and property) and health concerns (poor air quality and infectious disease transmittal). The
strategies, are designed to educate the general public and the business community about the
impacts of climate 'change using existing City and community partner outreach mechanisms
with a special emphasis on making homes more resilient to wildfires, incorporating poor air
quality day notifications, and educating businesses about employee heat illness risks.. In
addition, extreme heat events will be added as a significant emergency to the City's public
safety plans with a special emphasis on serving vulnerable populations and supporting a
robust network ofenergy-secured "Cooling Centers."
. •. •-.
'~f~~;~_
wE ~~ r~ ~, The City launched its new "Ready, Set,
ax ~ i ~i~t ~ GO!" campaign, which is a
1 Expand community wildfire education
,~
tOngomg comprehensive outreach program
I "`' r.~~"a "° desi ned to romote wildifre revention
9 P P
_ ~i .r'~t:
'~ ~~ & preparedness.
~
t .c.
_ The City will be revising its Emergency
Revise emergency plans to include
I
P Operations Plan by December 2012 and
ti
f th
M
lti
J
i
di
ti
l
it
2 n
rogress -
ur
c
ona
s sec
on o
e
u
s
extreme heat events Hazard Mitigation Plan in 2015, as
appropriate.
k' City staff now receives and forwards air
Establish a procedure for notifying the ~z~~F '~~
~?s quality notifications from the San Diego
3 community about poor air quality & :
"Completeda County Air Pollution Control District
extreme heat days r~r~r~ .~~"
k through the City's Nixle community
- „fin ~ 1, messaging system.
~ 4~Y~i
.TG. ~ 'iXS?~e4
Next Steps
City staff will continue to implement its community education and notification programs
related to wildfires and extreme heat days. Staff has begun the revision process for the
Emergency Operations Plan and expects to finalize the plan in December 2012. The Multi-
Jurisdictional Hazard Mitigation Plan will be revised to include extreme heat events, as part of .
its Yegularly-scheduled update in 2 years: ' '
-.
-Climate~ActionPlanImplementation~ - -- ~ `- ~.15,of19 -
'Pro~ress Report (November 2012)
29-19
Overview
Chula Vista's open space areas include landscaped areas within developments, parks and
recreation areas,. and open space that has been set aside as a preserve for sensitive biological
resources. In order to assess and reduce impacts associated with climate change on parks and
open space and their associated ecosystems, Strategy #8 is intended to seek opportunities for
the City to partner with the Resource Agencies, non-profit organizations, and/or adjacent
public land managers to monitor and manage/restore ecosystems to ensure long-term habitat
connectivity, species resilience, and community recreational opportunities.
. -. -.
Integrate climate change-related Staff has included climate change-
biological monitoring into Otay Ranch related monitoring into the FY2013 Work
1 Preserve's Management Plan & Annual On-Hold Plan, but funding for Management Plan
Work Plans ~ - amendments & implementation is still
being pursued. .
Update the Otay Valley Regional Park The City will be notifed by the end of fall
(OVRP) Concept Plan to incorporate
I
P 2012 about its grant proposal to further
l
k t
d
il
t
f 805
hi
h
2 climate-resilient design & educational n
rogress eve
op par
ra
s (eas
o
), w
c
guidelines will integrate climate-resilient design and
educational concepts.
,r ~ k~
~
F~~`
'
s
~"`° Two open space slopes (260,000 sf total)
Convert landscaped areas in open space ~ ~,
w, ~,~ ' r. .
m the East Lake Woods area were
3 districts to water-saving plants, mulch & r Ongoing i, recently re-landscaped with drought
irrigation sytems ^'>~j ~;~ tolerant plants and efficient irrigation .
,~t~ e1~+ systems.
- Vim,`; 1'~ ~ aa~ - .
Next Steps
If the OVRP is awarded the park trails grant, the City and its partners will implement the
project's design and environmental review work over the next 12 months. Staff will also
continue coordinating with its regional partners to finalize the proposed Concept Plan
amendments, which integrate climate change impacts-and vulnerabilities, by spring 2013.
- Climate Action Plan Implementation ~ ~ ~ ~ - 16 ~of 19
Pro~re s Re ort (November 2010 -
S -p 29-20
Overview
Expected local climate change impacts include precipitation variability and sea level rise that
will stress riparian wetlands and estuarine wetlands, respectively. As a result, the locations
where the temperature, moisture, and other environmental conditions are suitable for wetlands
and their associated species will shift. In order to reduce these impacts, Strategy #9 is
intended to ensure that, when preserving or restoring coastal and riparian wetland, the City
take steps to incorporate adequate upland or transition habitats to accommodate shifts in
wetlands coverage and help ensure public access due to sea level rise and other climate
change impacts. Specifically, components include (1) evaluating the feasibility of monitoring
local wetlands species ranges and abundances in response to climate change impacts, (2)
incorporate wetlands "migration" in habitat management and restoration design criteria in the
future Bayfront Natural Resources Management Plan (NRMP), and (3) revise the OVRP
Habitat Restoration Plan and Non-native Plant Removal Guidelines to include strategies for
climate change adaptation issues.
. •• -.
Evaluate potential to monitor local Staff, in coordination with its partners, is
1 wetlands' biological health to assess On-Hold seeking funding to support biological
climate change impacts wetlands monitoring.
. '
Staff liar begun preliminary work on the
Incorporate climate change & sea level - NRMP with the Bayfront Wildlife Advisory
2 ~
rise concepts in Bayfront NRMP In Progress Group, who has identified climate
_ change and sea level rise as critical
components to the planning process.
Amend OVRP Habitat Restoration & Non City has begun discussions with partners
3 Native Plant Removal Plans to promote In Progress on proposed OVRP plans' amendments.
climate resiliency
Next Steps -
Staff will continue to work with the Port of San Diego and the Bayfroht Wildlife Advisory
Group to include climate change-related issues into the NRMP development, process. 'The
City will also continue working with its OVRP partners in order to finalize the proposed
climate. change-related amendments to .the Habitat Restoration Plan and Non-Native Plant
Removal Plan by spring 2013., ;
_ ~ . . Climate Action Plan Implementation - - - ~ ~ .. 17 of l9, .
' ~ Progress Report (November 2012) ~ ~ ~ ~ -
29-21
Overview
Over the next 40 years, sea level rise rates are expected to increase with local sea levels 12 to
18 inches higher than their current levels. Higher sea levels can result in increased erosion,
more frequent flooding and property damage, loss of wetland habitats, and fewer waterfront
public access options. As such, Strategy #10 directs the City to amend its land development
codes and CEQA guidelines to incorporate climate change-related sea level rise into future
development and municipal infrastructure projects' design and review. Specifically, the
components include (1) revising the grading ordinance to consider a project's vulnerability to
future sea level rise and flooding events, (2) modifying the Subdivision Manual to ensure that
storm water/drainage infrastructure can address future sea level rise and flooding impacts, and
(3) ensuring that- environmental review and CEQA procedures are consistent with these
changes.
Next Steps
At this time, the Governor's Office of Planning and Research (OPR) has not provided
additional guidance on sea level rise issues under CEQA..However, OPR expects to begin
updating the statewide CEQA Guidelines for sea level rise impacts next year. As such; City
staff will continue to monitor the development of statewide CEQA Guidelines to ensure that -
• Chula Vista is consistent with any new requirements. -
Climate Action Plan Implementation 18 of 19
Progress Report (November 2012)
• 29-22
Overview
Climate change impacts create new issues that local communities and, in particular,
businesses need to address and prepare for in order to reduce future risks and costs. These
issues can include higher insurance premiums due to greater flooding or. wildfire risks, more
expensive utility costs due to higher energy and water demand, and lower productivity due to
more employee sick days from frequent extreme heat and poor air quality days. As such,
Strategy #11 is designed to provide assistance and non-monetary incentives to help businesses
manage climate change risks and to attract businesses that provide "green" products or
services into Chula Vista. Specifically, the components include (1) revising the municipal
purchasing policy to more robustly ,promote- the procurement of "green" products and
services, especially from local Chula Vista businesses, (2) revising existing business outreach
programs to include recommendations on how they can reduce future climate change risks,
and (3) continuing the recruitment and retention of "green" businesses and manufacturers in
Chula Vista.
•. -.
Revise "green" procurement policy & Training sessions on "green" products
1 In Progress and procurement were held for
process purchasing liaisons in each department.
~fri
h
t ~~~~$ ~ y Both the CLEAN Business and FREBE
programs
o
Modify business outreac G~ ~~ checklists have been updated to include
2 include information on reducing climate Completed
n r ~,~
'
~'
info on business-related climate
change risks ~'
r "~'j~-~ s+, ~ adaptation strategies.
%t ~ t
' ,#~&~~1 #r~yr
`fi
'
v;`a Over 140 Chula Vista businesses have
" r ' c1 ~'
~
' been reco nized throw h the CLEAN
g g
3 green
Continue recruiting & retaining ~
+~~r mot
?
~ Ongoing;., Business program m partnership with the
businesses ;m~`r-1~s "~`"
~~
~ Chamber of Commerce and Third Ave
fl
~
~~ Village Association.
~
r
Next Steps -
In January 2013; the Gity's solicitation for a new office supply- vendor will .include
requirements for the availability of "green" products.- In addition, the Economic Development
Division will be completing by Januazy 2013 a business recruitment study; which includes an
analysis of how to better attract and retain clean technology-oriented companies.:
Climate Action Plan Implementation ~ ~ ~ ~ 19 of 19
Progress Report (November 2012}
29-23
City o~ Ch~ata ~6i~ta
Mean transportation Energy Roacir~ap
T'abte of Contents
ACKNOWLEDGEMENTS AND PROGRAM CONTACTS ii
INTRODUCTION 1
SAVING ENERGY IN CITY GOVERNMENT OPERATIONS
1. Green the City Vehicle Fleet 5
2. Promote Commuter Benefits to City Employees 17
SAVING ENERGY IN THE COMMUNITY
3. Leverage Planning and Development Authority 23
4. Market Programs and Rebates to Residents, Schools, and Local Businesses 31
LOOKING FORWARD 35
APPENDICES
A. Chula Vista Climate Action Plan Mitigation and Adaptation Measures
B. Efficient Driving, Alternative Fuels, and Local Infrastructure Available
C. Alternative Fuel Vehicle Replacement Analysis
D. Employee Commute Benefit Resources
E. Sample Smart Growth Policies and Resources
F. Sample Clean and Efficient Transportation Policies and Resources
,~ckt~e~~r~~d~~r~~~~s ~€~d Pr®gr~~ ~®s~tacts
Acknowledgments
The San Diego Association of Governments (SANDAG) would like to thank the following
City of Chula Vista staff for their contributions.
Brendan Reed
Steve Dorsey
Iracsema Ctuilantan
Pedro Garcia
Teri Enos-Guerrero
Robert Beamon
The Clean Transportation Energy Roadmap for the City of Chula Vista was prepared and
funded by SANDAG. --
Program Contacts
Energy Roadmap Program Coordinator:
Susan Freedman, SANDAG, Susan.FreedmanC~sanda¢.orR, (619) 699-7387
Chula Vista Energy Roadmap Coordinator:
Allison King, SANDAG, Allison.Kine(c~sandae.or~, (619) 699-1973
iCommute Program:
Kimberly Weinstein, SANDAG, Kimberly.WeinsteinC~sandae.ore, (619) 699-0725
Alexander Lukes, SANDAG, Alexander.Lukes(~sandae.ore, (619) 515-1178
San Diego Regional Clean Cities Coalition:
Kevin Wood, California Center for Sustainable Energy, Kevin Wood C~eneravicenter.ore,
(858)244-7295
- - ii City of Chula Vista Transportation Energy Roadmap ~ - _ ~ ~ '- ~ '
29-26
Introdo~tior~
The Clean Transportation Energy Roadmap ("Roadmap")
can serve as a resource for the City of Chula Vista as it The Roadmap charts a
continues to promote clean transportation measures, path to reduce petroleum
both in its municipal operations and in the community. consumed in City
The Roadmap identifies petroleum reduction measures operations and in the
and tools, specific to the City, that generally result in cost community.
savings and benefits to the environment, including:
• An assessment of alternative fuel vehicles and fuel availability for the City's vehicle
fleet.
• Commuter programs, including vanpools, carpools, and teleworking that the City
could promote to its employees.
• Online tools to establish a baseline of petroleum consumed and greenhouse gases
(GHG) emitted from employee commutes. Plus, ways to track annually!
Smart growth and active transportation policies that enhance local walking and
biking options.
• Outreach materials on Clean Transportation programs that can be shared with local
residents, schools, and businesses.
The Roadmap also recognizes the significant steps that
The Roadmap supports the City has taken already. Since 2000, Chula Vista has .
'the actions.thaf Chula been implementing a Climate Action Plan that includes
Vista already has taken measures to reduce energy and fuel use at municipal
in clean transportation. facilities and throughout the community.
The petroleum reduction measures identified in this
Roadmap help to implement the following mitigation measures from the City's Climate
Action Plan:
• Mitigation Measure #1: Clean Vehicle Replacement Policy for City Fleet
Mitigation Measure #2: Clean Vehicle Replacement for City-Contracted Fleets
• ~ Mitigation Measure #6: Smart Growth around Trolley Stations
_ 1 Gty of Chula Vista Transportation Energy Roadmap
' 29-27
section t. 5~ving Ener~'~ in t~c~vern€ttent £}~eratioa~s
Local governments can be significant users of energy in their own buildings, facilities,
and fleets. City employees also play a role, through their commute choices, equipment
usage, and use of government vehicles. Since City government operations require a
great use of transportation energy, the City has the opportunity to lead by example and
demonstrate ways to reduce transportation-related energy use and associated
emissions. By increasing the fuel efficiency of its vehicles, expanding its use of cleaner
fuels, and encouraging commuting options like the Trolley and biking, Chula Vista can
spend fewer taxpayer dollars on fuel, contribute to cleaner air, and reduce GHG
emissions. For these reasons, this section of the Roadmap focuses on two distinct
opportunities for the City to lead by example:
1. Green the City Vehicle Fleet
2. Promote Commuter Benefits to City Employees
Sectian ii. Searing Energ~r in the ~omrnunity
Looking beyond its own operations, the City can play an important role in influencing
the attitudes and actions of its residents and local businesses. Opportunities for
influence vary widely, from public education to adopting policies and implementing
programs to reduce congestion and provide travel choices other than driving alone.
Chula Vista already has adopted policies to promote smart growth development,.
including through its General Plan, Urban Core Specific Plan, and Climate Action Plan.
Chula Vista has produced a bicycle map for the City and identified safe routes to school
for several Idcal middle schools.
_ Fuel use can be a major expense for households and businesses, and it is a predominant
source of air pollution and GHG emissions in most communities. Therefore, reducing
inefficient or unnecessary fuel use benefits the environment and puts money in the
pockets of households and businesses alike. Clean transportation efforts also support
growing economic opportunities, including well-paying, green jobs.
This section of the Roadmap identifies the following opportunities for the City to lead its
community with innovative programs for sustainability and climate change:
3. Leverage City Authority over Planning and Development
Smart growth development policies
• Clean and efficient transportation options
4. Market Programs and Rebates to Residents, Schools, and Local Businesses
2 City of Chula Vista Transportation Energy Roadmap -
.29-28 .
Recommendations for the City of Chula Vista
The following table highlights recommendations for the City from each Roadmap
chapter.
Utilize available incentives from state agencies for alternative fuel vehicles
During vehicle replacement, consider high efficiency and alternative fuel choices:
• Hybrid vehicles for high-mileage sedans and sport utility vehicles _ _
• Compressed natural gas or propane for vans and trucks (check local fuel costs)
': d ~(T `.hY: r 111.Y.. ". s~ k' iY ~'." 3 "- 4?.~9 LY ... 'i rS ua T~ ~~~ -tZ lu +-~.
--„Promote~CommuterBenefrtstoCity_Employees?;~,`~'; ~,v „~~~l~~r,,
Conduct an employee survey on existing commute habits and interest in
alternative choices (with SANDAG assistance)
Obtain no-cost bike locker(s) for City facilities (with SANDAG assistance)
Continue to collaborate with iCommute on free "lunch and learn" programs and
regional events like "Bike to Work" month
Participate in iCommute pilot programs that reduce solo driving
_ _ _.....
Use the IRS Commuter Fringe Benefit Program to offer pre-tax incentives to
employees for biking, walking, or carpooling to work
-.~~ r ~ ~ ~F -~--~.~M -~ =fl ~r~- r u ,
~~Leverage,Plamm~gand DevelopmentAuthonty ,"~~t,~~~,`y~'~a~~?i `; ~'>~~
Consider using the CEQA streamlining provisions of 5B 375 for Transit Priority
Projects
Apply for funds to plan and/or develop smart growth, biking, or walking
enhancement projects (through SANDAG TronsNet programs)
Incorporate Transportation Demand Management measures in the development
review prdcess
Continue to actively participate in regional planning efforts for alternative fuel and
..electric vehicle charging infrastructure
~+ ~fi sv ~..~°~: rS .L.ktrr. ., t" "ice i ^` Wy$v z:' , Ck +'~'3: 5i.had.^'y~~~Jt
YSMarketProeramsiand!Rebates,to~Residerit`srSchools: aril Local'•Businesses~~t
Provide information to the community on clean transportation programs through
the City Web site, newsletters,.and libraries
Provide clean transportation information from the Roadmap at community events,
PTAs, and local chamber meetings
3 City of Chula Vista Transportation Energy Roadmap ~• ~~
29-29 ..
Provide list of efficient driving tips to employees to increase the efficient use of
fleet vehicles and reduce petroleum waste
About the Energy Roadmap Program
The SANDAG Energy Roadmap Program is funded primarily through a local government
partnership with San Diego Gas & Electric® (SDG&E) to provide energy efficiency
services to the local jurisdictions that do not have their own partnerships with the
utility. In addition to energy efficiency, SANDAG provides clean transportation
components that are available for all SANDAG member agencies. Since Chula Vista has
its own successful SDG&E local government partnership, SANDAG focused on clean
transportation opportunities for the City's Roadmap. The table below provides a
timeline of the City of Chula Vista's Clean Transportation Energy Roadmap efforts.
R_~y ~' -r~ ~,~ '2rs
~. r ',~'s+ ~ s .
`f~~~?
~'Summer'
' ~IVIa'rch 2012"= J> '?~~
f~'t5pruig 2012 ; +
12012
~;'
~
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~; o-,'~" Fall'~2012 `;r
'~~
~
.7+~ ...
. ~
g„ ,
,
~
,
: ;
. ;.
Planning options,
Transportation Employee commute
Roadmap begins options researched with Sustainable Finalize and print
Communities Strategy Roadmap
with City staff SANDAG iCommute j
__
_ included
__ __ _
___
_ _ _
SANDAG drafts __
Present at City
City gives input and GCSE performs fleet ;
Roadmap chapters for Council meeting or
direction ! assessment for City !
~~ ~ ~ City, staff review _ other venue
Each Energy Roadmap is consistent with the SANDAG 2050,Regional Transportation Plan
and its Sustainable Communities Strategy (2011); Regional Energy Strategy (2009),
which serves as the San Diego region's energy policy blueprint; arid the Climate Action
Strategy (2010), SANDAG's first ever guide on the issue of climate change. The strategies
are available on the SANDAG Web site at www.sanda~.ore/enerev.
Green the City Vehicle Fleet
The City of Chula Vista maintains a fleet of approximately 560 vehicles that range from
sedans and pick-up trucks to fire engines and other heavy-duty trucks. The City can
achieve transportation-related energy savings through actions that promote fuel
conservation, efficiency, and an increased use of clean, alternative fuels in its vehicle
fleet.
Chula Vista has recognized that fleet operations The City of Chula Vista has
contribute significantly to its total energy use, adopted goals to reduce
and has adopted practices to ensure the fleet is GHG emissions and increase
operated as efficiently as possible. As part of this the use of clean alternative
effort, the fleet includes hybrid vehicles and fuels in its fleet.
vehicles operating on biocliesel, compressed
natural gas (CNG), and propane.
The City has included the vehicle fleet in its inventory of greenhouse gas (GHG)
emissions, and through its Climate Action Plan, has set a goal to convert 100 percent of
its fleet to alternative fuel or advanced technology vehicles. The City also has integrated
alternative fuels into its requirements for contracted fleets. This Roadmap chapter:
offers tools and information that can help the City meet its climate action plan goals
while maintaining efficient fleet operations. The City has already made significant.efforts
in greening its fleet, and this information is presented to provide specific
recommendations for future vehicle replacement.
California Goals for Transportation Fuels
The State of California has adopted several transportation fuel laws and goals, and the
California Energy Commission has been the responsible agency for the targets shown in
the California Goals forTransportation Fuels table on the next page. In order to meet
these goals, the state allocates grant funds through the AB 118 Program to help address
barriers to the production and deployment of alternative fuels, vehicles, and
infrastructure. Millions of dollars are available annually through 2015, for which the City
and local businesses can apply. Additional information on funding opportunities is
provided later in this section.
5 City of Chula Vista Transportation Energy Roadmap - ~ ~ ~ ~ ~ ~ '.
'.29=31'
Petroleum Reduction !Reduce petroleum fuel use to 15 percent below 2003 levels by 2020
Alternative Fuel Use
In-State Biofuels Use
In-State Biofuels
Production
Increase alternative fuel use to 20 percent of on-road fuel demand
by 2020 and 30 percent by 2030
Increase biofuel use to one billon gasoline gallons equivalent (gge)
j by 2010, 1.6 billion gge by 2020, and two billion gge by 2050
i In-state production of 20 percent of biofuels used in California by
~_ 2010, 40 percent by 2020, 75 percent by 2050 _ _ _
Chula Vista's Fleet
Chula Vista's fleet supports the provision of essential public services, such as police and
fire protection, street repairs, park maintenance, and wastewater operations. The City
uses more than 300,000 gallons of gasoline and diesel per year and spends more than
$1 million annually to keep the fleet fueled.
When replacing vehicles, City staff evaluates vehicle duty requirements and selects the
most efficient vehicle that can do the job. The City also has a policy to convert
100 percent of its fleet to alternative fuel or advanced technology vehicles. In support of
its Climate Action Plan goal, the City recently installed a new 12,000 gallon biodiesel
tank at its Public Works Center to fuel the 125 diesel vehicles in the City fleet. Biodiesel
offers major savings in GHG emissions and reduces the use of petroleum. Increased
adoption of alternative fuels such as CNG and propane offers the chance to displace
gasoline use, lower emissions, and reduce fueling expenditures in the long term. As
more efficient and alternative fuel vehicles replace older, less efficient vehicles, the City
should see reduced costs.
Online Fleet Planning Tools.
The U.S. Department of Energy's Petroleum Reduction Planning Tool
(www.afdc.enerev.>;ov/afdc/ofep/), at the Alternative Fuels and Advanced Vehicles Data
Center, could supplement Chula Vista's current fleet management system by evaluating
and calculating petroleum reductions through three categories of reduction measures,
including efficiency (e.g., fuel economy, idling reductions), conservation (e.g., VMT
reductions), and alternative fuels (e.g., vehicles that run on electricity, CNG). A
petroleum reduction goal (e.g., 10 percent savings) can be set and the free, online tool
can identify potential savings based on the fleet information entered and petroleum
reduction measures selected.
6 City of Chula Vista Transportation Energy Rdadmap .
29-32
When considering a new fleet vehicle purchase, the Cool Fleets Web site
(www.coolfleets.com) has a free, online calculator that can help the City identify the
most cost-effective vehicle with the best environmental performance. It provides
helpful information on a variety of indicators, including costs and GHG emissions. The
user can compare each vehicle to itself or other models using different variables, such as
the lease term and average annual mileage scenarios. The user chooses the applicable
fuel cost for their location and selects vehicles individually or by category.
Chula Vista also can reduce fuel use by encouraging employees to use fleet vehicles
efficiently. This includes trip planning, efficient driving habits, and routine maintenance.
Specific tips are described in Appendix B. Chula Vista also could encourage City
employees to utilize public transit or bicycles for work trips when practical.
Alternative fuels for Fleet Applications
Alternative fuel and vehicle selection may depend on several factors, including:
• Vehicle cost
• Availability and proximity of refueling infrastructure
• Availability of grants and tax credits
• , Whether new purchase or retrofit/conversion is being considered
• Vehicle maintenance
Descriptions of each type of alternative fuel and information on the availability of
alternative fuel vehicles for a variety of fleet applications are provided in Appendix B.
Opportunities for cost-saving vehicle replacements specific to Chula Vista fleet are
described below.
Vehicle Replacement: Alternative
Fuel Options for Chula Vista Hybrid and a-ternative fuel
vehicles could offer annual
SANDAG partnered with the California Center for savings of $1000 to $4,000
Sustainable Energy (GCSE) and San Diego per vehicle based on usage
Regional Clean Cities Coalition to provide an seen in Chula Vista.
alternative fuels assessment tailored to
Chula Vista's fleet and vehicle replacement protocols. Chula Vista evaluates vehicles for
replacement based on a number of factors, including age, mileage, maintenance history,
and condition. Due to budget considerations, the City has delayed the replacement of
fleet vehicles except those covered by special funds. As vehicles reach the end of their
usable life, the City will need to identify funding for vehicle replacements. Alternative
fuel vehicles generally cost more than conventional vehicles. However, the City could
achieve sustained, long-term savings in fuel expenditures by purchasing alternative fuel
7 City of Chula Vista Transportation Energy Roadmap ~ .-' ~ '~ -~
. 29-33
vehicles. The City has recently replaced or retrofitted many of its heavy duty diesel
vehicles to meet California Air Resources Board (GARB) requirements.
The Potential Vehicle Replacements and Savings table on the next page identifies
alternative fuel replacement options that could be suitable for the pick-up and work
trucks, vans, and passenger vehicles in Cfiula Vista's vehicle fleet. The table identifies
potential fuel and cost savings on an annual basis using mileage information provided by
the City. Payback is calculated using the incremental cost of the vehicle after rebates
compared to annual fuel savings. GCSE identified vehicles based on high annual mileage
and fuel consumptiori. Emergency response vehicles and construction equipment were
not included in this assessment, but your Energy Roadmap coordinator can provide
additional information regarding these vehicles on request. While motorcycles were not
evaluated in this analysis, rebates are available for battery electric motorcycles, as
described in the CVRP table on page 12. Additional Information on lawn equipment and
motorcycles is included in Appendix C, at the City's request,
Sedan i Hybrid 10,000 263 $1,075 5.1 2.3
_.._. V. __
Small SW
.._
.
_-- ;. _ ~ .
~ Hybrid
_--.~. . ... _._ ,_,
9,000
_ __~__~ _ _._~
163 ~
_.m. _
$680 !
.. ... ... _._ ~.
9 6
._.~_
1.4
_.:_..._.__.._._.._..
.
_~.....
_
Mid SLIV .Hybrid 7,800 231 $938 9 1 ~ 2.0
.~.~. ~_..., _~
.. .___ : ~ ,.
. ._,~. ,~~.~,.
;'.. ..~..... ., m
z,.v,. ..~... _ _..
Sedan CNG 8,000 381. $1,316
~ 2.9 1.5
__. ~. __._._
van _ _._ ._..
,CNG __._~_.
6,000 ~ _._ ~_
500 ._ _ .
_
$1,490 _. w
4 0 , ._..___-___._--
0.8
_-_m.
1/2T Truck ~
'CNG _.__n_ .....__
9,000 .... ~_
692 ..... .......__.._~.__. .
$2,078 ...
5 2 ___._ .........
1.1
3/4TTruck ~ CNG 7,000 i
: 636 $1,880 31 1.0
_.w._..._ ~ . ,.,.~.
iTTruck _i _~_
,CNG ..... .....
__
6,500 . .. ~. ._..
722 _......
$2,094 w
28
1.0.._..__
_
. ~
_, e__..~.___
MD Truck ...~
CNG ~ ... __. _
- _.. ~......_
900 _ ~. ___..__ _. _ ~
$2,270 _.__
3.9 ._, .---....._
_
( 0.8 .~
.
_.._....
.._.__._
....... ........._.
Medium HD _ w ._..
'CNG .. __........... ., .
- .._...~ ..,..
1400 ~ ... ...,_.,..... ..
$3,670 _w...,_
14 .
.
,
1.2
....._.._ .., ~.__,_..,
'Heavy HD _~..,, w_..
i CNG . __.__._...... „_......
- ...._. .... _.
1800 .. ... __._...~ ~
$4,789 .._. ...
4 2 ._._.,_.. ..~_.. _..
1.5
,.
» ~
k. . ~ ,'>' . d i
.~,
r X ::
.. k.~ ..w1ai
Van R LPG .6;000' 500 $786 6.1 j 0.6
_,, a I
_.. w.. _ . _ .
~.
.~a_- _.
_ .. _
._ _
.__..
; _ ~ _....,,_._
4/2T Truck LPG 9,000 ~ 692 ' $1,111 4 4 3 ~, 0 8
3/4TTruck
LPG
7,000 ~
636
$977 ~
4.9 __..___
0.7
,
w
_..,... _. _. ,,...._
1T Truck . ..
,LPG . _._... __....
6,500 __. w .. _
722 _ _..~..._. _,
$1,046
e _., _
4 6
_, .
..._ _
...m._
0 7
w
MDTruck 'LPG -. 900 $1,202 4.0 0.5
Note: -
1. Hybrid =hybr id electric vehicle, CNG =compress ed natural gas, LPG= liquefied petrol eum gas (propane)
2. Reducing/dis placing the u se of petroleum-based fuels is a goal of state policy and the federal Energy Policy
Act and Energy Independence and Security Act.
- Source: California Center for Sustainable Energy.
The vehicle replacement analysis uses current fuel prices, mileage, and fuel
consumption of Chula Vista's vehicles, details of which are provided in Appendix C. In
general, the replacement of older sedans with suitable hybrids results in an estimated
annual savings of $750 to $1,300 per vehicle, per year. Higher-mileage vehicles may see
payback periods of five years or less. The City has already integrated many hybrid
vehicles into its fleet and should continue to do so in all suitable applications. Additional
models of hybrids and plug-in hybrids are expected in future years.
9 City of Chula Vista Transportation Energy Roadmap ,
29-35.
Compressed PSatural Gas and Propane Vehicles.
Replacements of vans, pick-ups and work trucks with CNG or propane fueled versions
could result in savings as well. CNG vehicles show higher savings due to the very low
cost of natural gas fuel, with savings from $1,100-$2,200 per vehicle in light duty
applications. Propane vehicles show savings of $700-$1,200 in the same applications
and should be considered to provide diversity in fueling. Propane vehicles may offer
tank options better suited to certain vehicle applications. CNG is the only option for
heavier duty applications and shows savings of $2,200-$4,700 annually in these high fuel
use applications. With available incentives, payback can be seen less than three years
for some models and less than five for almost all models.
CNG and propane vehicles can cost between $8,000 and $20,000 more than their
gasoline- ordiesel-fueled counterparts and could require additional fueling
infrastructure. The substantial fuel savings that would be achieved from large trucks,
some of the biggest consumers of fuel, could offset the higher purchase costs within a
few years when combined with available incentives. Many of the trucks in Chula Vista's
fleet have lower annual mileage, and would not offer as quick of a payback. Appendix C
shows paybacks for lower-mileage vehicles.
Greenhouse Gas Savings
Each gallon of gasoline used emits 0.009 metric tons of carbon dioxide equivalent
(MTCOZe). Based on the CCSE assessment, hybrid vehicles show the greatest GHG
savings, with reductions of 1.6 to 2.8 MTCOZe per year. Propane and CNG vehicles show
annual savings of 0.5 to 1.5 MTCOZe. With the existing use of biodiesel, the City is
already making major strides to reduce its GHG emissions. The adoption of CNG vehicles
also would allow future adoption of renewable natural gas (biomethane). Plug-in
electric vehicles offer major GHG savings and low operating costs, but at a high initial
purchase price. The full alternative fuel analysis performed by CCSE is included as
Appendix C.
Chula Vista should carefully evaluate all fuel types and available incentives when vehicle
replacement decisions are made. California offers rebates and incentives for alternative
- fuel vehicles and infrastructure; currently available rebates are outlined later in this
chapter..
Alternative Fuei Availability in Chula Vista
The City currently has on-site fueling for gasoline, biodiesel, CNG, and propane. Other
available refueling sites near Chula Vista are identified in the following Summary of
Alternative Fuel Infrastructure Availability table. Appendix B contains details on each
ocation and the costs of installing each type of fueling infrastructure.
~Electrinty ~~~ The EV Project is deploying up~to 10001eve1~2
electric vehicle chargers across San Diego "
' ', County through 2012. Eight public charging
'" ~ ~ '. stations are currently operational in
Chula Vista. More subsidized charger projects
:are coming to the region. -
eiodiesel ! B20 Is delivered directly to the City.
CNG ' Onsite station. One additional public and two
- ;private stations in the City.
Propane ', Onsite fueling. Additional public fueling in the
(LPG) ' City.
E85 One public station is located in the Gty. "
LNG 'One public station is located near the City
Existing electricity grid and
distributed energy sources.
Storage and blending
Terminals, port off-loading
sites needed. Local producer
is New Leaf Biofuel. '
Existing natural gas pipeline
network.
Existing distribution by
multiple vendors.
Storage and distribution" "
facilities needed in order to
scale-up consumption.
_ __
Existing, but West Coast off-
shore LNG terminals needed.
Hydrogen '. No fueling sites in or near the City. The City Signifcant investment ."
previously operated a hydrogen fueling required,
' ~ '',.. station.
Source: htto'//afdc enerev zov/afdc/locator/stations/.
Notes: - -
1. Site names, addresses, and distances are provided in Appendix B.
2. Contact your Energy Roadmap coordinator for information regarding the installation of publicly
available EVSE at City government sites.'
With biodiesel, CNG, and propane readily available at the Public Works Center as well as
elsewhere in the community, Chula Vista has the refueling infrastructure necessary for
additional vehicles using these fuels. If the City chooses to substantially increase the
number of alternative fuel vehicles, upgrades to the propane and CNG fueling systems'
may be necessary. The City has reached out to electric vehicle charger suppliers,
including the EV Project, to obtain EV chargers for public and fleet use. Prior to purchase
of any plug-in electric vehicles for the fleet, Chula Vista would need local access to EV
chargers. .. .
" ~` 11 City of Chula Vista Transportation Eriergy Roadmap .
29-37- ..
State Grants and Rebates
The California Energy Commission (CEC) and GARB offer alternative transportation
grants and rebates through 2015 under the AB 118 Program. Funding is allocated
annually and the FY 2011-2012 budget for the CEC AB 118 Program
(www.enerev.ca.eov/altfuels/) is about $100 million. CARB manages about $85 million
in rebates and projects through the Air Quality Improvement Program
(www.a rb.ca.aov/mspro>;7a a i D/aa i li. htm ).
The CEC has allocated funding for fight-, medium-, and heavy-duty vehicles that use
natural gas ($6.5 million), as well as light- and medium-duty vehicles that use propane
($5.2 million). Incentives amounts are displayed below in the table CEC Gaseous Vehicle
Buydown Incentives. Expanding alternative fuel infrastructure is another funding priority
for the energy commission
Up to 8,500 $3,000 I 53,000
8,501-14,000 ~ $8,000 $6,000
14,oo1-z6,ooo $io,ooo $10,000
__ _. _ _
z6,001 & greater .. .. $26,0002 _,,,, ,,., NA -_ _. ._.
- ~ $32,000 NA
Notes: - -
1. With fuel tank capacity less than 190 Diesel Gallon Equivalent (D6E).
2. With fuel tank capacity of at least 190 Diesel Gallon Equivalent (DGE). ~ ~ .
CCSE manages ARB's Clean Vehicle Rebate Project (CVRP) (www.enerevicentecore/cvrp),
which provides rebates of up to $2,500 for light duty battery electric and plug-in hybrid
vehicle purchases. CCSE received $18 million in funding for FY 2012-2013. The CVRP
Rebate Amounts for Light-Duty Vehicles table summarizes the rebates available.
- ~ Lightduty zero emission vehicles (ZEV) ~•. $ 2,500
Plug-in hybrid electric vehicles (PHEV) $ 1,500
Zero emission motorcycles (ZEM) $ 900
Neighborhood electric vehicles (NEV) $ 900
Note: Eligible vehicles and associated rebate amounts are subject to change. Visit the CVRP Program
Web site for eligible vehicle models and associated rebates.
Rebates for commercial vehicles, including trucks and buses, are available through ARB's
. Hybrid Truck and Bus Voucher Incentive Project(HVIP) (www.califdrniahvio.ora). As of
August 2012, the HVIP estimated fund balance was over $20 million. A summary of the
12 City of Chula. Vista Transportation Energy Roadmap
29-38
incentives available is provided in the ARB HVIP VoucherAmounts for trucks and Buses
tables below.
5,001-S,SOOIbs $12,000
8 501-10,000 Ibs $18,000
10 001 14,000 Ibs
_ _..M.~..~. ..,,..,. ,._..__..~.. .......~....._.. $30,000 -
_~ ,.,._....,_,._ _..~.__....__, .....,...
14,001-19,500 Ibs
_...~ .. ........_._.__. ~_ ...,..... _...m..,_... 535,000
._ _..._.~...... ..,.,__...... ..........,,.__..
19 501 26,000 Ibs $40,000 "
>26,000Ibs $45,000_ -
6,001-8,SOOlbs (plug-in hybrids only) $8,000
8,500-10,0001bs (plug-in hybrids only) $10,000
10,001-19,SOOIbs $15,000
19,501-33,000Ibs ~ $20000
33,001- 38,000 Ibs $25,000
> 38 000 Ibs
, _ ......
.e. s.. -.~...e, .._ _. ~ _...
. $30 000
,. _n.~...„__.._...~__:.
....,_._..
..
_.,~-.......,:.._....., ~ ....~.....~...._ ........._.~, , .
Note: The.firstthree vouchers redeemed by a fleet are eligible for the following additional voucher
amount: -
$2,000 per vehicle if below 8,500 Ibs.; -
$5,000 per vehicle if 8,501 to 10,000 Ibs.;
,$10 000 per vehicle rf over 10 000 Ibs w~ -_
The Eleetric Vehicle Project
The San Diego region was selected to take part in the largest EV rollout in U.S. history, `
through the EV Project (www.theevproject.com). The national project targets 16 major
population areas in the U.S. as first markets for EVs. As such, the project includes
deployment of nearly 15,000 EV chargers to create robust charging networks for EV
drivers to utilize. Halfof the EV Project funding (over $100 million) comes from a
competitive ARRA grant awarded to Ecotality North America, an EV charger
manufacturer. Nissan North America, General Motors/Chevrolet, and the
".13 City of Chula Vista Transportation Energy Roadmap ~"
29-39
U.S. Department of Energy are national project partners. SANDAG and SDG&E are local
project partners providing iri-kind assistance.
Publicly accessible EVSE have been installed at a number of sites in the City, including
the Otay Ranch Town Center and the Chula Vista Center. Many public sites throughout
the region have been identified as potential locations for EV charging stations, including
marinas, restaurants, community and regional
shopping centers, large venue entertainment
centers, transportatiori corridors, schools,
hotels, airports, convenience retail, and retail
shopping.
Over the next five years, most major
automobile manufacturers are expected to
Through the EV Project, up to
1,000 electric vehicle (EVj
pubiic chargers can be instafied
around San Diego County
by the end of 2012.
introduce plug-in electric vehicles. In December 2010, two major automobile
manufacturers began selling EV sedans, the Nissan Leaf and Chevrolet Volt, in San Diego
County. Additional plug-in vehicles are currently available from Ford, Mitsubishi, Toyota, .
and other manufacturers. All vehicles will be compatible with the standardized EV .
chargers installed through the EV Project.
The City of Chula Vista and many other public agencies are participating in the Regional
Electric Vehicle Infrastructure Working Group (REVD. Several of the major suppliers of
EV chargers also participate in the REVI, which SANDAG established through a CEC
AB 118 grant, Building on previous PEV planning efforts, REVI serves as a coordinating
body that can help streamline and address barriers to EV adoption as well as provide
best practices and real-time learning across jurisdictions. Through its involvement with
REVI, the City can stay up-to-date on EV infrastructure needs for fleets and consumers.
Car2Go Carsharing as an Alternative to Vehicle Purchases
Car2Go in San Diego is a carsharing system utilizing a fleet of all electric, zero emission
Smart cars. Car2Go is a subsidiary of Daimler and the San Diego region is the only region
in the United States with an all-electric vehicle fleet, which launched in November 2012.
In contrast to other carsharingprograms, Car2Go is free floating, meaning there is no
return time or specific return location. Members simply walk up to a clearly marked
Car2Go and swipe their remote access key. Upon arriving at their destination, the
member can continue their renta~or leave it in a parking spot and their responsibilities
are complete: As of the writing of this document, Car2Go's service-area was primarily
central San Diego, butexpanding to locations including Chula Vista.is under
14 City of Chula Vista Transportation Energy Roadmap - ~_
29=40 ;
consideration. Currently, there are 300 vehicles available for use, which would increase
as the service area increases.
Car2Go offers corporate memberships for organizations. Contingent on its expansion to
Chula Vista, City employees could utilize Car2Go cars to drive short distances for
meetings and events, allowing for other employees to utilize the conventional vehicle
fleet for more distant locations. .
This page left intentionally blank.
Promote Commuter Benefits to City Employees
The City of Chula Vista can achieve transportation-related energy savings by building on
the Commuter Benefit Program it offers to employees. Such programs provide
alternative transportation options to driving alone -and incentives to use them. As part
of the Energy Roadmap Program, Chula Vista has been offered free assistance and tools
to design and implement a customized commuter benefit program, also known as a
Transportation Demand Management (TDM) Program. Appendix D contains additional
Employee Commute Benefit Resources.
How it Works
_ A Commuter Benefit Program provides employees with alternative transportation
options for their commute, as well as incentives for using them. It starts by bundling
various commuting-related programs that meet the needs of your City and employees,
and including them in the benefits package for City employees.
A Commuter Benefit Program stands side-by-side with your agency's health benefits,
helping to attract and retain talented staff as well as improve overall employee
satisfaction. A custom program could include everything from helping connect
employees who want to carpool or venpool with one another, to offering flexible work
schedules and telework options, to
providing free or reduced-cost transit
passes.
Some of the programs are offered free.
by SANDAL. Others are inexpensive for
the City to implement or come with
subsidies sponsored by SANDAL. For
example, SANDAL provides a $400 per
.month subsidy for qualifying vanpools.
The Commuter Benefit Starter Kit for
Employers; available through
iCommute, provides your agency with
the tools to get started, including an
.overview of your optidns, sample "
policies; promotional materials; and tax
benefit information
The iCommute online system offers employees free and convenient ride matching and
trip tracking tools. The site also allows your agency to create customized incentive
programs for rideshare participants. The system's convenient reporting feature details
how many of your employees are participating and measures the agency's and
employees' financial and environmental savings, including the amount of air pollution
and greenhouse gas emissions avoided, cost savings, and fuel savings.
City Employee Commute Trends
iCommute will be conducting a survey of City employees to examine how employees
currently commute to work and determine what alternative modes of transportation
they are most interested in taking. It also will examine what motivates them to take one
mode of transportation over another. This is the first step in establishing a Commuter
Benefit Program geared specifically for the City. Survey results should be available in
late 2012.
Specific Commuter Programs
The programs, tools, and ideas below have been highlighted to illustrate how
Chula Vista can reduce transportation-energy consumption and costs. A more complete-
list of programs, tools, and ideas will be available once the employee survey is complete.
Pretax Incentive
Employers can take advantage of employee and employer payroll taz savings offered
through the IRS Commuter Fringe Benefit Program (IRS
Section 132). The IRS allows employers to offer The /RS Commuter Fringe
employees the opportunity to set aside a portion of their ,Benefit Program is
salary, pretax, fo pay for transiYand vanpooling, up to a free incentive that
$125 per month, per employee (in 2012). Bicyclist also Chtila Vista tan offer its
can receive up to $20 per month (cannot be combined employees.
with the transit incentive). Employers benefit by not
paying payroll taxes on that money, while in effect adding value to their employee's
compensation package. To take full advantage of this option, please discuss it with your
tax analyst.
' TripTracker
TripTracker is en easy and convenient way for a commuter to track trips made by
alternatiye modes of transportation. It also keeps track of gallons of fuel saved,
monetary savings, pounds of carbon dioxide not emitted into the atmosphere, and how.'
many miles a commuter has not traveled alone. It is necessary for commuters to track
~.18 City of Chula Vista-Clean Transportation Energy Roadmap
29-44
their trips if they would like to be enrolled in a Guaranteed Ride Home Program that
SANDAG sponsors. Tracking trips alsd enters the commuter into iCommute's monthly
prize drawings. Also through TripTracker, the City can implement its own incentive
program to encourage alternative modes of transportation.
RideMatcher
The City of Chula Vista can reduce petroleum consumption and congestion by
encouraging carpools and vanpools. The City has already set up a network through
iCommute's RideMatcher system. Employees can use RideMatcher to find other
employees who commute from the same area and have similar work hours.
RideMatcher assists employees in finding a carpool, vanpool, or BikeBuddy.
Transit
The Blue Line Trolley and several MTS routes service the City of Chula Vista. The
Civic Center area is served by four bus routes that have stops within two tenths of a mile
from City Hall. They are: Route 701 (H Street Trolley to Palomar Street Trolley), Route
704 (Bayfront/E Street Trolley to Palomar Street Trolley), Route 705 (Southwestern
College to Bayfront/E Street Trolley), and Route 929 (Downtown San Diego to Iris
Trolley). To encourage use of the public transit, the City could offer .
discounted/subsidized passes. '
Bike Lockers
There are currently 16 bike lockers located at the H Street Trolley Station. These lockers
require an electronic card to access the lockers and are offered on a first come first
serve basis. The City could encourage biking to work by having bicycle lockers at the
various City facilities. City staff is currently working with SANDAG to relocate bike
lockers to City facilities from Trolley stations undergoing renovations. Lockers should be
available in spring 2013.
Lunch Time Lessons
iCommute partners with several bicycle organizations that offer no cost to low cost bike '
.safety courses and promote cycling as an alternative mode of transportation. These
safety courses are offered throughout the year at the City's convenience. Chula Vista
has organized lunch time lessons in the past and should continue to do so.
.
- 19 City of Chula Vista Clean Transportation Energy Roadmap ~~ -
Telework
By allowing employees to work from home, the City of Chula Vista lessens the burden
on transportation facilities, reduces energy consumption, and decreases congestion. To
further improve the effectiveness of the City's telework policy, Chula Vista could
participate in the iCommute-sponsored Telework pilot program beginning in
spring 2013. At the end of the pilot program, the City would determine if teleworking is
a viable option for more City employees. Teleworking has been shown to help recruit
and retain high-performing employees and help the employees become more
productive and happier. The employee also benefits by not having to commute to work,
which puts money back into the employee's pocket. Jobs that are most suited for
teleworking are ones that require reading, writing, researching, working with data, and
talking on the phone or "information-based jobs."
Alternative Work Schedule
The City of Chula Vista has"a formal policy that offers employees the option of working
an alternative work schedule. The alternative schedule typically involves working
80 hours over the course of 9 days, or a 9/80 schedule, resulting in 1 day off every
2 weeks. Not having to commute to the office once every other week eliminates a trip,
which reduces emissions and saves on fuel use and associated costs.
Guaranteed'Ride Home
In order to make alternative modes of transport a more feasible option, iCommute
offers the Guaranteed Ride Hdme Program. Enrollment in this program allows
commuters who carpool, vanpool, take a Premium Express Bus, the COASTER, walk, or .
bike to work three or more times per week to have the use of a rental car or taxi in the
case of a family emergency, unscheduled overtime, or if the commuters rideshare
partner becomes unavailable: A copay of $3.00 is required when the commuter requests
the use of this program and may be used up to three times per year. A study is currently,
underway to determine if this program should be opened to all modes of alternative
transportation.
SchoolPool
SchoolPbo6 is open to alf public and private elementary schools, middle schools, and
high schools in the San Diego region. SchoolPool promotes carpooling, biking, and
walking to school. These alternative modes of transportation reduce congestion around,
schools and promote healthy lifestyles while helping the environment. SchoolPool`
emphasises safety; safety events are held at various schools throughout the year. For
- the 2012-2013 school years,.there are two local schools enrolled in the SchoolPool
Program. The City.of Chula Vista could encourage all of its schdols to enroll in the
,.
Getting Started
At the request of City staff, SANDAG staff made an overview presentation on the
iCommute Program to Brendan Reed, Pedro Garcia, and Teri Enos-Guerrero at the City
' on July 17, 2012. The iCommute team has since begun working with municipal staff to
learn more about Chula Vista's existing commuter benefits and discuss potential ways to
enhance the City's existing commuter policies through the iCommute Program.
Implementing a program is an easy and cost-effective way to reduce energy
consumption at the City; many commuter policies and benefits can be offered at no
cost or little cost to the City.
For more information on iCommute programs and services and to download the
.Commuter Benefit Starter Kit for Employers, visit www.icommutesd.com o_r contact
Kimberly Weinstein at (619) 699-0725 or Kimberlv.WeinsteinCa~sanda~.or~ or Alexander
' Lukes aY(619) 515-1178 or Alexander.lukesC~sanda¢.orQ.
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Leverage Planning and Development Authority
,Local governments have the opportunity to
promote clean fuels and active
transportation options in their communities
by leveraging their authority over local
planning acid development activity. This ,
chapter identifies ways that the City of
Chula Vista can address clean
transportation considerations in local
planning, and recognizes current City efforts
in this area. In addition, suggestions are offered that could help the City implement its
active transportation policies and promote alternative fuel choices.
Active transportation choices like biking and walking are healthier alternatives to driving .
and reduce petroleumtonsumption and pollution locally. In addition, smart growth land
use patterris, like those characterized in the City's General Plan, accommodate biking
and walking as mobility choices. Smart growth developments typically contain a diverse
. mix of larid uses, complemented by sidewalks, bike paths, a variety of housing types,
and an interconnected and rich street grid that can slow and disperse vehicle traffic.
Chula Vista also has recognized smart growth development as a climate mitigation
..measure in the City's Climate Action Plan:
Sustainable Communities Strategy
Pursuant to Senate Bill 375 (Steinberg 2008), SANDAG and regional planning agencies
.across the state are, required~to develop a Sustainable Communities Strategy (SCS) in
order to reduce greenhouse-gas (GHG) emissions from passenger vehicles consistent
•with targets set by the California Air Resources Board (GARB). The following table, GHG
. <. ;
Reductions inahe SANDAG Sustainable Communities Strategy; presents the assigned
23 City of~ChulaVista Clean Transportation Energy Roadmap ~ ~~
CARB targets and the projected 6HG reductions and vehicle miles traveled (VN1T)
reductions outlined in the SCS. On October 28, 2011, SANDAG became the first
metropolitan planning organization (MPO) in the state to adopt an SCS as part of its
2050 Regional Transportation Plan (RTP). SANDAG is using this strategy as the
foundation for updating its Regional Comprehensive Plan (RCP), which provides a long-
term strategic planning framework for the region based on "smart growth" and
"sustainability."
tK _ Targe't_Y,ear,~}~~~ ~ CARB':Target _r=~ j°j"fGHG+~'" ~~ '~'", UMT,?i~~"°;_
2020 7% 14°/a - " 12°/a
2035 13% 13% 10%
2050 N/A 10% 7%
Notes: COz=carbon dioxide.
'CARB identifies COzas the GHG whose concentration is being most affected directly
by human activities. COz also serves as the reference to compare all other GHGs.
SB 375-also provides an opportunity for streamlining the California Environmental
Quality Act (CEQA) process for certain local redevelopment projects if a project is
consistent with the SCS as either a "residential/mixed use project" or as a "Transit
Priority Project" (TPP). Environmental review of a residential/mixed use project
consistent with the SCS would not need to consider growth-inducing impacts or
increases in GHG emissions from passenger cars and light trucks. For a TPP, the project
would need to be at least 50 percent residential; with a density of at least 20 units per
acre and be within a half mile of a major transit stop or ahigh-quality transit corridor
included in the 2050 RTP. .
SANDAG, working closely with all local jurisdictions, will undertake an update to its RCP,
RTP, and SCS during 2012-2015; including a review of smart growth designated areas in
relation to the SCS. Appendix E contains larger definitions for what could qualify for
CEQA streamlining..
Smart Growth Development Policies.
Smart growth can be defined as a compact; efficient, and environmentally sensitive
pattern of development that provides people with additional travel, housing, and
- employment choices by focusing future growth away from rural areas and closer to
existing and planned job centers arid public facilities, while preserving open space and
- natural resources. Smart growth policies fit into the broader context of sustainabilityby -_
' guiding development td preserve existing access to resources for future generations.
24~ City of Chula Vista Clean Transportation Energy Roadmap-. ~ ~. '~
.: ~ '- 29-50 ~ .
•. ;
~-
Average Weekday Per Capita COZ and VMT Reductions for
Cars and Light Trucks from 2005
The principles of sustainability are based on achieving conservation goals and objectives
in three broad areas: a prosperous economy, a healthy environment, and social equity.
The City of Chula Vista already has undertaken planning efforts that serve to implement
Smart Growth principles, such as the village concept for Otay Ranch. Smart Growth
principles are incorporated into Chula Vista's General Plan Vision and Themes, which
guide the'Land Use Plan and provide the basis for many of the Land Use and
Transportation Element's policies; including the Area Plans.
Past planning of the built environment
typically featured segregation of land uses
and transportation systems that favored
the automobile over biking, walking, and
public transit. Communities in_which
people walk, bike, and ride public transit
are typically characterized by a more
concentrated, diverse, and synergistic mix
of land uses and a distinct sense of place,
created by safe, generous and attractive sidewalks, well-defined and well-connected
bike paths and lanes, street-adjacerit buildings that accommodate pedestrian-oriented
uses, a variety of housing types and choices, and a rich, interconnected street grid that
controls the speed and volume of vehicle traffic. In addition to promoting transportation
choices, smart growth land use patterns help protect opeh space, wildlife habitat, .
watersheds, and agricultural land.
Chula Vista has been integrating smart growth principles into local plans for several
areas. Some examples are the Urban Core, jncluding downtown Chula Vista, the
Palomar Gateway District, and Otay Ranch. These sites are included in the regionwide
Smart Growth Concept Map, which underwent a technical update. in January 2012 in
preparation of the RCP update.
1. Urban Core is an area in Northwest Chula Vista, including downtown, that is
addressed in the adopted Urban Core Specific Plan (UCSP) that builds on the
framework of Chula Vista's updated General Plari. The area encompasses two
existing Trolley stations and several existing bus routes, a planned H Street Corridor
Rapid Bus transit route; and a future shuttle route connecting key activity centers in
the Urban Core and linking the Chula Vista Bayfront.
2. Palomar Gateway District is the major southern gateway to the City of Chula Vista.
The area currently includes light industrial businesses and multi-family housing
Korth ofPalomar Street and a mix of single- and multi-family housing south of.
Palomar Street. Mixed-use transit is planned fof the area around the Palomar
r.
. 25~ City of Chula Vista Clean Transportation Energy Roadmap ~ ~ .
29-.51
Trolley Station, with a mix of shops, office, and multi-family housing in low- and
mid-rise buildings.
3. Otay Ranch is the largest master planned-community in eastern Chula Vista. Otay
Ranch is home to several sites in the Smart Growth Concept Map. These include the
eastern urban center, the Otay Ranch village town centers and community centers,
and the University Village town center. Otay Ranch is a balanced community with
commercial and residential uses as well as open space and a series of connected
trails and paseos to promote walking throughout.
A list of sample policies and resources that reduce petroleum consumption, support
alternative fuels, and/or support smart growth planning is provided as Appendix E.
Existing City Plans and Programs'
Climate Action Plan
The City of Chula Vista has used planning to address climate change since 2000, when
the City adopted a Carbon Dioxide (CO2) Reduction Plan and'set a goal to reduce
emissions 20 percent below 1990 emissions. In 2008, the original plan was revised to
include seven new climate mitigation measures, and in 2011, eleven climate adaptation
strategies were adopted. The mitigation measures include improving energy and water
efficiency, increasing the use of renewable energy, utilizing more fuel efficient and
alternative fuel vehicles, and designing transit-friendly and walkable cdmmunities. !i list
of the Climate Action Plan mitigation and adaption measures is included in Appendix A.,
Staff proactively seeks funding and leverages partnerships in order to implement these
18 climate measures. The City Council receives an update every six months on the
implementation progress.:
Bikeway Master Plan
The City's 2011 Bikeway Master Plan recommends an
additional 51 miles of bicycle facilities to be integrated
with the existing 113 miles of bicycle facilities within the
City. The goal of the update to the 2005 Bikeway Master
Plan was to complete facilities so that cyclists'can expect
more consistent, and therefore safer, conditions. The
2011 plan also recommends more programs and policies
related to education; encouragement, enforcement,
evaluation, and planning:
To meet the goals of its bike plan and implement bike
and pedestrian.netwbrk.improvement projects, the City
26 City of Chula Vista Clean Transportation Energy Roadmap
29-52
.. i
'~
can apply for funds through the TransNet Smart Growth Incentive Program (SGIP) and
the Transportation Development Act (TDA) TransNet Bicycle and Pedestrian grant
programs, described below.
Bike Chula Vista and Safe Routes to Schools
The City of Chula Vista has developed a Bike Chula Vista map and guide for residents to
learn about local bicycling resources. The map highlights all of the bike routes and bike
lanes throughout the City. Additionally, the City recently implemented a project to
evaluate local middle school street and sidewalk infrastructure for connectivity and
coverage and to identify on-the-ground infrastructure deficiencies through school route
field audits. Based on the results, the City created suggested school route maps for
pedestriaris and bicyclists, mainly focusing on aone-mile radius around Chula Vista
.middle schools.
The Bike Chula Vista and Safe Routes to Schools maps are available on the Chula Vista
Conservation Web site at:
htto://www.chulavistaca.aov/clean/conservation/climate/alternative.asp .
Funding for Smart Growth Planning
SANDAG manages the TransNet Smart Growth incentive.Program (SGIP), which.funds.
transportation and transportation-related infrastructure improvements and planning
efforts that support smart growth development. The SGIP awards 2 percent of the
annual TransNet revenues to localgovernmentsthrough acompetitive grant program.
For more information on the SGIP and upcoming funding cycles, visit:
www sa n d a z. o re/sm a rte rowth:
SANDAG allocates funds under the TDA and TransNet local sales tax program to support
bicycle and pedestrian transportation projects through a competitive process on an
annual 6asis..For FY 2010, approximately $7.7 million was available. During the
FY 2009-2010 funding cycle, Chula Vista was awarded two capital grants and one
planning grant for bicycle and pedestrian improvements, streetscape improvements,
and the Palomar Gateway District Specific Plan and Environmental Impact Report.
As the City continues to undertake planning activities and evaluate goals arid policies
related to smart growth, active transportation, and alternative fuels, it can utilize the
,menu of sample policy measures provided in Appendix E as an additional reference. The
measures reflect the goals of State agencies like the California Energy Corrimissidn and
.Office of the Attorney General. This appendix also contains the existing and potential
"smart growth. opportunity areas' that the City provided SANDAG for inclusion in the: ,
update to the Smart Growth Concept Map;
,, .. ..
27 City of Chula Vista Clean Transportationfnergy itoadmap --- _
- 29-53
. ..:.~
.
.. _. .,
l
Clean and Efficient Transportation Opt+ons
Transportation Demand Management Measures
Transportation demand management (TDM) is the application of strategies to reduce
single-occupancy vehicle travel by encouraging alternative transportation options.
Including TDM measures in the development review process may offer developers
creative, affordable, and effective ways to reduce vehicle trips and their impacts. TDM
measures also contribute toward Leadership in Energy and Environmental. Design (LEED)
certification. The SANDAG iCommute, Program offers free assistance to San Diego
regional businesses and agencies in establishing and implementing customized TDM
policies and programs that reduce traffic congestion, fuel use, air pollution, and
' greenhouse gas emissions. SANDAG recently completed a study, Jntegrating
. Transportation Demand Management into the Planning and Development Process - A
Reference for Cities. The report is available as part of the Smart Growth Toolbox at the
following link:
htto://www.sandae.ora/uploads/oublicationid/publicatioriid 1663 14426.pdf.
Sample mandatory and voluntary ordinances for including TDM measures in new
development projects are provided in Appendix F.
Parking Management
Parking management, reform, and pricing strategies are options to reduce the amount
of driving and are primarily implemented at the local government level. Parking
strategies can be effective iri, and complement, smart growth areas with compact land
use patterns and alternative travel options. Parking policies complemenYmany TDM
efforts, and normally have included incentives or disincentives for fewer spaces per unit '
of development (parking maximums rather than minimums), ericourage shared parking
among land uses (retail and office, for example), and/ot a fee per parking space.
Parking strategies are presented in the TDM study referenced above, and sample
measures are included in Appendix F.
Planning for Alternative Fueling Infrastructure
One of the six early actions identified in the SANDAG Regional Energy Strategy is to
support the planning for electric vehicle charging and alternative fueling infrastructure,
Siting alternative fueling stations, electric charging points, vehicle maintenance facilities,
' and other infrastructure incoordination with vehicle availability is important to provide ~
I
customers like fleet managers and the general public with a level of certainty that ,
infrastructure will be aJailable.to support their investment in an alternative fuel vehicle:
'.
28 City of Chula Vista Clean Transportation Energy Roadmap~ ~: .- i
29-54
- I
1
Currently, Chula Vista is home to a number of alternative fueling stations, including the
City's own biodiesel and CNG fueling; electric vehicle charging at two Macy's stores,
two Walgreeris stores, and a Kohl's store; ethanol fueling at Union 76 gas station, and
propane fueling at Clean Energy in Otay Mesa and U-Haul
Support for alternative fuel infrastructure also can help attract private investment
associated with alternative transportation to the region. The San Diego Regional Clean
Cities Coalition, along with its members, including the City of Chula Vista, the County of
San Diego, SANDAG; other local cities, the Airport Authority, the Port of San Diego, and
CCSE, have committed to addressing the need for more fueling choices across the
region. A complete list of both publicly and privately available alternative fueling
stations is included in Appendix B.
Plug-in Electric Vehicles and Charging Stations
The San Diego region is at the forefront of plug-in electric vehicle (PEV) deployment,
with the highest per capita amount of PEV purchases and electric vehicle supply
equipment (EVSE) installations in the United States. By the end of 2012, the EV Project
will have installed up to 1,000 home (or fleet) Level 2 EVSE; 1,000 publicly accessible
Level 2 EVSE at commercial properties; city streets, municipal buildings, and San Diego
destinations like Balboa Park; and 30 DC fast charge EVSE along the region's
transportation corridors. Chula Vista is helping to recruit residents and businesses
interested in taking advantage of the incentives offered through the EV Project.
Several barriers have.been identified through the region's early experiences with EV
infrastructure,which need to be addressed in a strategic and coordinated manner to
enable widespread regional PEV adoption and efficient deployment of EVSE. Assisted by
a California Energy Commission grant, SANDAG and CCSE formed a working group of
' local governments, regional agencies, SDG&E, and other stakeholders to address these
PEV issues: The San Diego Regional Electric Vehicle Infrastructure Working Group
(San Diego REVI) held its kickoff meeting in March 2012 and is holding bimonthly
meetings over atwo-year period. Chula Vista staff has been participating in the working
group as the South County Region representative.
This page left intentionally blank.
Market Programs aad Rebates to
Residents, Schools, aid Local R~sinesses
This chapter provides a description of existing commuter, active transportation, and
fuel-saving resources (with Internet links) that the City could include on its municipal
Web site, newsletters, and other community.outreach. This would enable the City to
serve as a conduit to its constituents on clean transportation programs and services. The
City could help promote messages of susteinability that foster a greater local
-~ understanding of the connection between fuel use and environmental impacts.
The following five outreach mechanisms are possible ways that Chula Vista can engage
- its constituents. Your Energy Roadmap coordinator can suggesfways to implement any
and all of these outreach mechanisms and information:
1. On the City Internet site, post links to clean transportation programs as well as
the other resources provided here.
2. Through City newsletters or other outreach mechanisms, include articles about
opportunities to save,energy with links to existing programs and community
resources, like the California Center for Sustainable Energy (GCSE).
3: At City venues, such as the permit desk, parks and recreation areas, and
libraries, provide educational materials on saving energy. SDG&E, GCSE, and
SANDAG iCommute have materials about clean transportation programs and
services available to residents and businesses in the region.
4. At community events, SDG&E, GCSE, and SANDAG iCommute can provide
booths and/or information on clean transportatioh programs and commuter
programs available to your constituents.
5. Through an introduction from the City, SANDAG iCommute can engage your
local business orgariizations on low- and no-cost programs tailored to
businesses.
SANDAG iCommute Programs for the Community
~~ ~' ~ In addition to supporting City
r ~ ~ .employee commuter programs like
those identified in Chapter'2, the City
could help educate its residents, schools, and local businesses about alternatives to
.driving alone in the community. The City could:
Provide information on commuting resources, such as the 511 transit trip planner; "
iCommute online ridematching service, and an online cost-of-commute calculator.
31 City of Chula Vista Transportation Energy Roadmap
,: 29-57.
• Continue to participate in annual events and Biking and walking promote
campaigns that encourage commute healthy living, in addition to
alternatives to driving alone, such as Bike to reducing fuel use.
Work Day, Dump the Pump, Rideshare Week,,
and Walk and Bike to School Day:
o Addpt proclamations and celebrate these events in your community. Samples
are provided in Appendix F.
o Participate in the Bike to Work and Rideshare Week Corporate Challenges to
demonstrate your commitment to sustainable commute choices.
o Host a Bike to Work Day pit stop.
• .Recognize and honor local commuters and employers who have demonstrated a
commitment to sustainable commute choices.
SANDAG SchoolPool Program
r
SchoolPoof is iCommute's,free ridematching service for parents of children who attend
the same school anywhere in the region. With this safe and secure service, parents are
matched with other parents in their neighborhood who are interested in sharing the
driving responsibilities orwould like to have their kids bike or walk to school with other
students and a parent leader. The City could:
• Encourage the School Districts and/or
individual schools to enroll in SchoolPool, Through SchoolPoo% parents can
a secure, online ridematching service receive a free helmet for each child
administered by SANDAG for parents with who bikes and a free baseball cap for
each child who walks. All children
children in kindergarten through 12th ivho bike or walk can receive
grade. SchoolPool can bea transportation reflective backpacks, and safety vests
solution for parents who live in districts- . are provided for parent leaders.
where school bus services have been cut:
o SchoolPool enables parents of children who attend the same school and live in
the same neighborhood to share responsibilities of getting their children to and
from school.
o SchoolPool helps parents connect their children with bike buddies and "walking
school buses" -groups that ride their bikes or walk to school together with one
or more adults.. .
o Parents who use SchoolPool to find bike buddies and walking school buses can
.a~e~.,o ~ f.oo holn, or f.,r ~oorh rhilfl ~mhn hikac anri a frog hacahall ran fnr aarh
The San Diego Regional Clean Cities Coalition hosts workshopson
petroleum reduction and alternative fuel options for our region.
It is supported by and implements the goals of the U.S. Department of Energy (DOE)
Clean Cities Program. Clean Cities encourages energy efficiency in transportation,
reduction of petroleum. use,. and conversion of vehicles to alternative fuels where
economically practical. Members of the coalition support controlling fleet operating
costs, improving air quality, and promoting innovative new technologies.
~ cedtertor The California Center for Sustainable Energy (GCSE) is an
.,d,
,,w° SUStalnable Energy independent nonprofit that helps residents; businesses,
l_ _ s. wenie .-
and public agencies save energy.
GCSE manages a variety of rebate, technical assistance, and education programs. It also
provides the community with objective information, research, analysis, and long-term
planning on energy issues and technologies.
SANDAG iCommute www.icommutesd.com/
San Diego Regional Clean
www sdcleanfuels.ore/
Cities Coalition'
Clean Vehicle Rebate
www ener¢vicenter.ore/cvro
.. Project .
Hybnd Truck and Bus www californiahwo orz
Voucher IncenLVe Project
SDG&E Clean ,,,~~,,,y,, sdze.com/environment/cleanTransoortation.shtml
Transportation ~ :.,
The EV (Electric Vehicle)
www.theevbroiect com/
Project -
Plug-in &Get Ready www.ener~yicenter.or~/plu¢inreadv/
i
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Looking For~nr~rd
Through the`SANDAG Energy Roadmap Program, the City of Chula Vista can set a
framework for continued efforts to address clean transportation in local government
operations and in the community. There are several funding opportunities for which the
City may apply to continue petroleum reduction and alternative fuel activities. These
local, state, and federal funding sources are described below, followed by non-financial
resources that could be of service.
Clean Transportation Funding Opportunities - -
~ California Energy Commission AB 118: Alternative and.
Renewable Fuel and Vehicle Technology Program
The A6118:~Alternative and Renewable Fuel and Vehicle Technology Program authorizes
the California Energy Commission (CEC) to develop and deploy alternative and
renewable fuels and advanced transportation technologies to help attain the state's
climate change policies.LEC has an•annual program budget of approximately
$100 million to support projects that:
• Develop and improve"alternative and renewable low-carbon fuels
• Optimize alternative and renewable fuels for existing and developing engine
technologies
• 'Produce alternative and renewable low-carbon fuels in California
• Decrease, on a full fuel cycle basis, the overall impact and carbon footprint of
alternative and renewable fuels and increase sustainability
Expand fuel infrastructure, fueling stations, and equipment .
• Improve light-, medium-, and heavy-duty vehicle technologies
• Retrofit medium- and heavy-duty on-road and non-road vehicle fleets
• Expand infrastructure connected with existing fleets, publictransit, and
transportation corridors
• Establish workforce training programs, conduct public education and promotion,
and create technology centers. '
1
~'"i'~ Department of Energy Clean Cit'ses Program
Cities,
Clean Cities advances the nation's economic, environmental, and energy security by
supporting local actions to reduce petroleum consumption in transportation. Anational
network of nearly 100 Clean Cities coalitions brings together stakeholders in the public
and private sectors to deploy alternative and renewable fuels, idle-reduction measures,
fuel economy improvements, arid. emerging transportation technologies. A variety of
Clean Cities tools and resources are available on the U.S. Department of Energy (DOE)
Web site (htto://wwwl.eere.ener~v.~ov/cleancities/l. The local affiliate of the DOE
Clean Cities Program is the San Diego Regional Clean Cities Coalition and is described on
the following page.
~~'~~~ ~~~'~~'~ Clean Vehicle Rebate Project
~f~ REBATE PR0lECT'"
The Clean Vehicle Rebate Project (CVRP) is funded by the California Air Resources Board,
(GARB) and administered statewide by the California Center for Sustainable Energy
(GCSE). A total of $45.2 million has been appropriated for FY 2009-2013 to promote the
production and use of zero-emission vehicles (ZEV), including electric, plug-in hybrid
electric, and fuel cell vehicles. Rebates of up to $2,500 per light-duty vehicle are
available for individuals and business owners who purchase or lease new eligible zero-
emission orplug-in hybrid electric vehicles.
LL.S.OE9AR~gENT.OE -
~NERGY State Energy Program Grants and
"~'"~' Energy Efficiency and Conservation Block Grants .,
'~=~°°J
The U.S. Departmeht of Energy (DOE) and California Energy Commission release
. State Energy Program (SEP) solicitations that support transportation, residential,
commercial, agricultural, iridustrial, institutional energy efficiency, and renewable
programs.
Both agencies also release Energy Efficiency and Conservation Block Grants (EECBG)
solicitations. The EECBG provides local government grants to reduce fossil-fuel
emissions, reduce total energy use, and improve energy efficiency and conservation in '
the transportation and building sectors. Grants originate from DOE and are released
firom both the Enerw Commission and DOE. Review the Energy Commission's grants
~N~~~ „s;> TransNet: Smart Growth Incentive Program and
t,„
Active Transportation Grants
The TransNet Smart Growth Incentive Program (SGIP) funds transportation-related
infrastructure improvements and planning efforts that support smart growth
development. The SGIP awards 2 percent of the annual TransNet revenues for the next
40 years to local governments through a competitive grant program to support projects
that will help better coordinate transportation and land use in the San Diego region.
Additional information on the current funding cycle is available at
wwwsa ndae.org/smarterowth.
The goal of the Active Transportation Grant Program is to encourage local jurisdictions
to plan and build facilities that promote multiple travel choices for residents and
connectivity to transit, schools, retail centers, parks, work, and other community
gathering places. The grant program also encourages local jurisdictions to provide
bicycle parking, education, encouragement, and awareness programs that support
pedestrian and bicycle infrastructure. More information on current funding
opportunities is available at wwwsandae.ore/active.
Non-Financial Resources for Local Governments
:.
`' ' Y~"'~ ~'""'° San Diego Regional Clean Cities Coalition
.c ~ `.
~?` y° .,
~`f' .
The San Diego Regional Clean Cities Coalition is the local affiliate of the Department of
Energy's Clean Cities Program. Coordinated by the California Centerfor Sustainable
Energy (GCSE), the Clean Cities Coalition brings together stakeholders in the public and,
. private sectors to increase the use of alternative fuel and alternative fuel vehicles. The
Clean Cities Coalition holds educationa6eJents on a regular basis and board of directors
meets monthly. More information and a calendar of events can be found at
wwwsdclea nfuels.ore.:
,;r'Sustainable Energy Califon°nia Center for Sustainable Energy
The California Center for Sustainable Energy (GCSE) (www.enereyicenter.ore) works with
local governments on several transportation initiatives including: '
• San Diego Regional Electric Vehicle Infrastructure Working Group (REVD; in
partnership with SANDAG, that includes representatives from local jurisdictions;
regional agencies, SDG&E, workforce training partners, and electric vehicle and
equipment manufacturers
• San Diego Regional Clean Cities Coalition
• California Clean Vehicle Rebate Project
~pSl~? eucxcvioucx rxirGnvES cckrev Energy Policy Initiatives Center
LL, 1~? U~IYPNti1lY0 ~N LIF4Q ti7:XOgL OF 1AM
The Energy Policy Initiatives Center (EPIC) is a nonprofit academic and research center '
of the University of San Diego, School of Law that studies energy policy issues affecting ,
the San Diego region and California. EPIC serves as a source of legal and policy expertise,
and provides information on the development of sustainable solutions that meet the
region's future energy needs: For more information, contact (619) 260-4589 or visit
wwwsa ndieeo.ed u/epic/.
SIAND~~7~x'.-`'" San Diego Associatiori of Governments ' '
SANDAG Energy and Climate Planning Program staff is knowledgeable about federal,
state; regional, and local issues and can be a resource forjurisdictions after their Energy
Roadmaps are completed. For more information on SANDAG energy and climate
planning,'cdntact Susan Freedman at (619) 699-7387, Susan.Freedman(c~sandag.ora or
visit wwwsanda~.or~/enerev.
x ._. iCommute
The SANDAG iCommute team can assist local governments with staff commuter
programs, transportation demand management (TDM) ordinances, online tools, and
putreach to your constituents on mobility choices in the region. Contact Kimberly
Weinstein at (619) 699-0725, Kimberlv.Weinstein(casandae.ore orvisit
www.icommutesd.com.
'Al
i7� 7FU 4",717:7
Ii
4i
APPENDICES
...City of Chula Vista
Clean Transportation Energy Roadmap
Table of Contents
A. Chula Vista Climate Action Plan Mitigation and Adaptation Measures
B. Efficient Driving, Alternative Fuels, and Local Infrastructure Available
C. Alternative Fuel Vehicle Replacement Analysis
D. Employee Commute Benefit Resources
E. Sample Smart Growth Policies and Resources
F. Sample Clean and Efficient Transportation Policies and Resources
Program Contacts
The following staff of SANDAG had primary responsibility for the preparation of this
document:
Energy Roadmap Program Coordinator:
Susan Freedman, SANDAG, Susan.Freedman sandae.org, (619) 699-7387
Chula Vista Energy Roadmap Coordinator:
Allison King, SANDAG, Allison.Kin~Cdsanda~.org, (619) 699-1973
APPENDIX A:
CHULA VISTA CLIMATE ACTION PLAN
MITIGATION AND ADAPTATION MEASURES
Chula Vista's Climate Action Plan contains 7 mitigation measures and 11 adaptation measures
These eighteen measures are listed below, and more information about the City's climate
protection efforts is available online at: www.chulavistaca.gov/clean.
Mitigation Measures
1. Clean Vehicle Replacement Policy for City Fleet
2. Clean Vehicle Replacement Policy for City-Contracted Fleets
3. Business Energy Assessments
4. Green Building Standard
5. Solar & Energy Efficiency Conversion Program
6. Smart Growth Around Trolley Stations
7. Turf Lawn Conversion Program
Adaptation Measures
. 1. Cool Paving
2. Shade Trees
3: Cool Roofs
4. Local Water Supply & Reuse
5. Storm Water Pollution Prevention & Reuse
6. Education & Wildfires .
7. Extreme Heat Plans
8. Open Space Management
9. Wetlands Preservation
10. Sed Level Rise & Land Development Codes
APPENDIX B:
EFFICIENT DRIVING, ALTERNATIVE FUELS,
AND LOCAL INFRASTRUCTURE AVAILABLE
Driving Suggestions for City Employees
Trip planning, efficient driving habits, and routine maintenance can reduce petroleum use and
transportation costs. Fleet managers can review vehicle scheduling and routing to determine
potential fuel efficiency improvements. In addition, employees can consider the following:
• Alternatives to an in-person meeting or event, such as a conference call or Web cast
• Alternative transportation options, such as walking, bicycling, and public transit.
• Shared vehicle options like carpooling with other staff and staff from other agencies
• Using the most fuel efficient vehicle that will serve the trip purpose
•
The official U.S. government source for fuel economy information is www.fueleconomv.eov. The
site provides data on new and used cars and trucks and the following fuel efficiency tips that the
City could make available to its employees:
Drive sensibly. Aggressive driving habits like speeding, rapid acceleration, and hard-stop
braking can lower fuel efficiency by 33 percent at highway speeds and by 5 percent around
town..
Use cruise control. Using cruise control on the highway helps to maintain a constant speed
and, in most cases, save fuel..
Observe the speed limit. While each vehicle reaches optimal fuel economy at a different
speed, fuel efficiency usually decreases at speeds above 60 miles per hour (mph). As a rule
of thumb, each S mph increase over 60 mph can cost the City about $0.21 per gallon of
gasoline.
Remove excess weight. Avoid keeping unnecessary and heavy items in vehicles. An extra
100 pounds can reduce fuel efficiency by up to 2 percent. The reduction is based on the
percentage of extra weight relative to the vehicle's weight and affects smaller vehicles more
than larger ones:.. ,
Avoid excessive idling. Vehicles with larger engines typically waste more fuel while idling
than vehicles with smaller engines.
Use overdrive gears. Engine speed goes down when in overdrive gears, thereby saving fuel
and reducing engine wear.
Properly inflate tires. Check tires monthly for proper inflation. Under-inflated tires can
lower fuel efficiency by 0.4 percent for every one-psi drop in pressure of all four tires.
Alternative Fuels and Vehicles
The following table provides information on the availability of alternative fuel vehicles for a
variety of fleet applications.
Passenger Vehicle - ! -- I PHEV, BEV i FFV ~.,__ FCV _ ___ CNG
Vanpool-Shuttle B20 ! n/a FFV -- CNG
Motorcycle ~_ ! BEV , -
Refuse Hauler ; B20 i HEV j '-- ; -- CNG, LNG
_
Sweeper ,
620
- n/a ` CNG LNG
I _._
_
__
OtherMedlum/Heavy Duty ~. 620 ~ HEV - CNG LNG
Forklift
I --
.
i.. BEV FCV „CNG
__
.
,
Lawn/Landscape mower '__ 620 j i ' -
Low speed Vehicle' .; NEV I I -- CNG
_.__... .. .. _.. .. ..~._.- ---. ... _._ _.___. 1 _... ....._...... _-...
Notes:
1. Check with original equipment manufacturer (OEM) regarding vehicle warranty and alternative fuels.
2. Diesel blends that are 5 to 20 percent biodiesel and 95 to 80 percent petroleum diesel, respectively.
hbo
3. Examples include a traffic checker and neig electric vehicle.
rh
oo
d
_
__
B20 =twenty percent biodiesel blend _
_
_
~ T PHEV =plug-in hybrid electric vehicle
BEV =battery electric vehicle ~~~, HEV =hybrid electric vehicle
E85 = 85 percent ethanol, 15 percent gasoline ~i, FCV =fuel cell vehicle ,
~
FFV =flex fuel vehicle CNG =compressed natural gas
LPG =liquefied petroleum gas ~. LNG =liquefied natural gas
NEV =neighborhood electric vehicle
_..-.,._ I ~ ,,
City of Chula Vista Transportation Energy Roadmap
29-70 .
LPG
LPG
LPG
LPG
LPG
- - 5 ..? .,... ~ yl ae: 4 ...
Battery electric vehicles (BENS) and plug-in hybrid electric vehicles (PHEVs) are powered by a
source of electricity external to the vehicle, such as the electricity grid or a distributed energy
source. As opposed to conventional vehicles powered by the internal combustion engine (ICE),
BEVs run on electric motors powered by rechargeable battery packs. The BEV stores electricity in
an energy storage device, such as rechargeable battery packs.. Electricity powers the vehicle's
wheels via an electric motor. BEVs have a limited energy storage capacity, which must be
replenished by plugging into an electrical source external to the vehicle.
PHEVs are powered by an ICE and a rechargeable battery, which displaces the need for some or
all of the need for ICE..power and gasoline consumption. In both BEV and PHEV technologies the
.batteries must be charged externally (i.e., plugged-in). A plug-in is similar to a standard hybrid,
but is equipped with a battery that can be recharged by connecting a plug to an electric power
source. Most PHEVs are passenger cars, but commercial passenger vans, utility trucks, school
buses, and motorcycles also are available in plug-in versions. Standard hybrids are considered a
vehicle efficiency improvement rattier than an alternative fuel vehicle technology.
Biodiesel is anon-petroleum-based diesel made from vegetable oils or animal fats using a
process called transesterification, which produces a glycerol as a byproduct which remains mixed
~in with the biodiesel. Pure biodiesel contains no petroleum, but it can be blended at any level
with petroleum diesel 4o create a biodiesel blend. Typical biodiesel blends range from 5 to.
99 percent. Biodiesel canoe legally blended with petroleum diesel in any percentage. Pure
biodiesel.(8100) or higher-level biodiesel blends with petroleum diesel can be used in a standard
diesel engine. However, blends greater than B20 are not typically recommended for use without
at least some engine modifications, and may void the engine warranty. B100 and blends of B20
(20 percent biodiesel, 80 percent petroleum diesel) or higher are typically considered biodiesel
fuel. Lower level blends (below 820) are considered diesel fuel. Biodiesel is simple to use,
biodegradable, nontoxic, and essentially free of sulfur and aromatics.
Biodiesel works in any diesel engine with few or no modifications to the.engine or the fuel
system. All diesel vehicles,'new and old, can use BS blends. The United States Navy and ..
Marine Corps are two of the largest users of biodiesel in the San Diego region. Biodiesel blends
are used in the City of Carlsbad vehicle fleet, UCSD bus fleet, and Hornblower Cruises marine
vessels. The City of Chula Vista also uses biodiesel and requires fleets with City contacts, such as
refuse haulers and tow trucks to use biodiesel as well. UCSD imports approximately 10,000
gallons of biodiesel monthly from an Orange County distributor, while other fleets are served by
Soco Group, which sells approximately 25,000 gallons monthly in the region. Biodiesel is locally '
produced by New Leaf Biofuels and can be delivered through most distributors.
_.. _
Ethanol is an alcohol based fuel derived from various plant materials (i.e., biomass feedstocks)
including corn, sugarcane, barley, and wheat. Ethanol is produced by fermenting and distilling
:starch crops that have been converted into simple sugars. Ethanol also can be produced from
ce{{ulosic biomass, such as treesand grasses, and is called bioethanol:
F
t
i
gasoline. More than 96 percent of the gasoline in California contains aloes-level blend of ethanol
(about 6%) to oxygenate the fuel and reduce air pollution. E86 (86% ethanol, 15% gasoline) is
considered an alternative fuel that can be used in flexible fuel vehicles (FENS). FFVs are capable
of operating on gasoline, E85 (86% ethanol, 1s% gasoline), or a mixture of both. Despite the
limited availability of E85, the state features many flex-fuel vehicles, which are capable of
running on either gasoline or E85. Energy Commission staff estimate that 1 to 2 percent of the
California passenger vehicle fleet consists of FFVS, most of which are American-made, light-duty
trucks and sport utility vehicles.
Hydrogen is not naturally occurring and must be produced from an energy source, such as '
natural gas or water. Hydrogen can be produced for use as a transportation fuel in fuel-cell
vehicles, which generate electricity from hydrogen. Hydrogen fuel cell vehicles (FCVS) are zero-
emissionvehicles that produce no tailpipe GHG emissions. Fuel cells generate electricity through
an electrochemical process, using hydrogen as the fuel, to power an electric motor which drives
the vehicle. When the hydrogen is used in a fuel cell, only water and heat are produced.
Hydrogen can be produced at a central station either through reforming hydrocarbon fuels like
natural gas or electrolyzing water. In either case, the produced hydrogen is then delivered td
fueling stations by truck or hydrogen pipeline to be pumped into vehicles' hydrogen tanks.
Hydrogen also can be produced by reformation or electrolysis at the fueling station itself.
Today, little hydrogen is produced for use as a vehicle fuel, and hydrogen for industrial purposes.
is produced through the reformation of natural gas. Hydrogen has the potential to be produced
from low-carbon renewable resources, providing significant GHG benefits from well to wheels'
when used in a fuel cell vehicle.
)'NatU I,Gas.:~~.~Eu~...~. i~..!Wi;. ~~z`".Yr.~.....~~Tw ., _..~~'s..f., ~nS,,;~..£......~,~.,t' ~~~„~i~,'iS'.:w~ ~s:.' ..r. ~?r~... .Y .~..... n~.~
Natural gas has a high octane rating and excellent properties for spark-ignited internal
combustion engines. It is non-toxic, non-corrosive, and non-carcinogenic. It presents no threat to
soil, surface water, or groundwater. More than 99 percent of the natural gas used in the U.S.
comes from domestic or other North American sdurces. However, increasing demand for natural
gas in power plants will require new supplies from non-North American countries, increasing our
dependence on foreign sources of energy. The Energy Information Administration (EIA) predicts
that by 2025, more than 15 of percent U.S. natural gas supplies will be imported from countries
other than Canada and Mexico.
The vast majority of natural gas is anon-renewable fossil fuel extracted from gas and oil wells.
Much smaller amounts are derived from supplemental sources, such as synthetic gas, landfill gas
and other biogas resources, and coal-derived gas. Because of the gaseous nature of this fuel, it
must be stored onboard a vehicle in either a compressed gaseous (compressed natural gas, or
CNG) or liquefied (liquefied natural gas, or LNG) state.
Compressed natural gas, or CNG, is a mixture of hydrocarbons, mainly methane. Found in gas
wells or produced in conjunction with crude oil, natural gas is aclean-burning, domestically
produced fuel that generates significantly fewer emissions than conventional gasoline,or diesel
when used to power vehicles. Although vehicles can use natural gas as either a liquid or a gas,
most vehicles use the gaseous form_ Compressed at pressures of 3,000 pounds to 3 600. pounds'
City of Chula Vista Transportation Energy Roadmap ,. Appendix B-4 ~ : ,
29-72
per square inch, the natural gas is stored on-board a vehicle in specially designed and
constructed cylinders. Vehicles that run on CNG have engines and fuel systems that are
optimized for gaseous fuel use. To store more energy onboard a vehicle in a smaller volume,
natural gas can be'liquefied. To produce Liquefied Natural Gas (LNG), natural gas is purified and
_ condensed into liquid by cooling to -260°F (-162°C). At atmospheric pressure, LNG occupies only
1/600 the volume of natural gas in compressed gaseous form. Because it must be kept at such
cold temperatures, LNG is stored in double-wall, vacuum-insulated pressure vessels. LNG fuel
systems typically are used only with heavy-duty vehicles. LNG is clear, colorless, odorless, non- '
corrosive, and non-toxic.'
S ,
Propane~[LiquefiedPetroleumGas) n a=~ ~k s~~s ..e ., ~`~
Propane,~~also known as liquefied petroleum gas (LPG); is produced as part of natural gas
processing and crude oil refining. Propane can be turned into a liquid at a moderate pressure
(160 pounds per square inch [psi]) and is stored in pressure tanks at about 200 psi at 100 degrees
Fahrenheit. When propane is drawn from a tank,. it changes to a gas before it is burned in the
engine. Dedicated propane vehicles are designed to run only on propane; bi-fuel propane
vehicles have two separate fueling systems that allow the vehicle to be powered by either
propane or gasoline.
Available Alternative Fuel Infrastructure in Chula Vista
Refueling stations for alternative fuel vehicles are significantly less in number'than gasoline and
diesel stations. A primary consideration in purchasing any alternative fuel vehicle is that
adequate fueling sources exist near where the vehicle will be used. The tables below identify
publicly accessible alternative fuel infrastructure near the Chula Vista Public Works Center. The
City currently has CNG, propane, and Biodiesel fueling. Electric. charging sites for plug-in electric
vehicles are expected to be widely available across the County by December 2012, as part of the
' Electric Vehicle Project. Lhula Vista is currently home to five EV charging sites, with eight total
' charging stations. To locate alternative fueling stations in the future, including EV charging sites,
use the U.S. DOE Alternative Fuels.and Advanced Vehicles Data Center
(www.afdc.enerav.eov/afdc/).
Biodiesel ', Biodiesel can be ! .City of Chula Vista Public Works ' On-site
(620 and '.. brought to a city and i 1800 Maxwell Road, Chula Vista, CA
above) 'blended onsite within :Access: City-owned
existing diesel storage
~.~ '. tanks. Local producer is
~^ " ~~ - '. New Leaf BiofueL" ~ - ~ ~ _.
- Crty of Chula Vista Transportation Energy Roadmap . ~ Appendix B-5
29-73.
,
~"
~"
r
4
is
r"
z,
Compressed ;'Small station: $350,000 ~ Chula Vista Public Works ', On-site '
Natural Gas 'Medium station: i 1800 Maxwell Road, Chula Vista, CA
(CNG) $500,000 ~ ~ ;Access: City-owned
Large station: $950,000 . Clean Energy Chula Vista Public Works On site
'~ Add public fast-fill - ~ 1800 Maxwell Road, Chula Vista, CA '.
!dispenser: $125,000 ~ Access: Public credit card at all tames
I ---- - -- _ --- -- -
Chula Vista Elementary School Distract - --
0.08 miles
" ~ ~ 1855 Maxwell Road, Chula Vista, CA '~ "
.. i Access: Private fleet customers only
j Clean Energy Allied Waste 0.64 males
~ ' j 882 Energy Way, Chula Vista, CA- _
" ~ Access: Private
Chula Vista Education Center ', 3.4 miles
84 East J Street, Chula Vista, CA
Access' Public
Electricity Publ¢Iy Available, Level ~ Kohl's 0.93 miles
i 2: $2,500-$5,000. ~ 1870 Main Court, Chula Vista, CA
. ~ ~ Type: Level 2, public access
2 Char in Stations - " I
-..__---g g--------------------------._ - ~ _
----------
!Walgreens - - - ~ 3.1 miles ~ --. -
- ~! 1111 3rd Avenue, Chula Vista,CA ~ -
Type: Level 2, public access
+ 1 Charging Station ~ "
Macy's Otay Ranch Town Center 3.6 miles "
~, 2015 Birch Road, Chula Vista, CA
'' ~ Type: Level 2, public aaess _ _
r 2 Charging Stations ~ ~ I - "
Walgreens 4.6 miles
. ~ ~ ~ 621 I Street, Chula Vista, CA
~' i Type: Level 2, public access '.
~ 1 Charging Station
s....__
...___._._.~._."__.._._.. -----_._-----
----
Y
~ Mac s Chula Vista Center 4.6 miles "
j ~ I~, 555 Broadway Avenue, Chula Vista, CA
~ ~ 'Type: Level 2, public access
2Char in Stations _ --_____ ~ "
" !
~ ~ Many new installations expected by end ~ .
" of 2012.
Ethanol(E86) $100,000to$260,000 ~ PropelFuels-Union76 3.5 miles ~_ -
~. I Storage and ~ 1495 East H Street, Chula Vista, CA'
distribution facilities 'Access: Public -credit card at afl times
needed in order to
scale up consumpUOn '~, ~ ~ .
..- ~ Hydrogen $500,000 to $5,000,000 . I No fueling sites in or near the City !: n/a ~ ~ ~~
City of Chula Vista Transportation EnergyR Oadmap ~ Appendix B 6.
29-74
Liquefied $65,000 :Chula Vista Public Works Yard
Petroleum Gas '. 1800 Maxwell Road, Chula Vista, CA
(Propane) ~I, Access: City-owned
f -
. ; U-Haul
'. 99 N 4th Avenue, Chula Vista; CA
~ I Access: Public
Liquefied Largestation:
~ Clean Energy-OtayMesa Pilot
Natural Gas 51,200,000 1497 Piper Ranch Road, San Diego, CA
(LNG) ~ Combined LCNG and ~ Access: Public-card key at all times .
'.. LNG station:
$1,600,000
I
Source: U.S. Department of Energy, Alternative Fuels and Advanced Vehicles Data Center,
www.afdc.enerev. ~ov/afdc/.
uSG:"i4{y t~° ''.
d~'~ ;~:
,,...,,;....:~v,,1.t
ta'nce;fro m ~~
rty PuEihc.~,~
x~
rnces'ya~rd =~`
.~
On-site
5.7 miles
.. . .......
4.3 miles
APPENDIX C:
ALTERNATIVE FUEL VEHICLE REPLACEMENT ANALYSIS
This appendix contains additional details from the California Center for Sustainable Energy
analysis of Chula Vista's fleet. Regular fleet turnover offers the chance for alternative fuel '
vehicle procurement. The following analysis uses information provided by City Fleet
Management staff to identify fuel savings from alternative fuel vehicle adoption. This appendix ;
also includes options for mowers and landscaping equipment and outlines the fuel cost and ,
vehicle fuel economy assumptions used in the analysis.
Chula Vista Vehicle Replacement
The City of Chula Vista designates vehicles for replacement based on assessment of age,
mileage, maintenance history, and condition. Due to the relatively low mileage put on the City's
vehicles, some fleet vehicles may operate for ten years or more. Replacing these vehicles with
alternative fuel or hybrid vehicles has the potential to save money and reduce emissions. As the
City has delayed vehicle replacements that would require general fund revenues; it may want to
consider leasing or financing options that could increase fuel saving vehicle replacements.
Alternative Fuel Vehicle Options
A variety of sedans and SUVs are now available in hybrid models. Hybrid station wagons may be ~
a more fuel-efficient alternative to SUVs where cargo space is needed. Plug-in hybrids and {
battery electric vehicles are increasingly available and offer additional fuel savings and' emissions
reductions by using grid electricity as a fuel
Light-duty CNG and LPG vehicles cari be ordered through normal dealer channels with OEM
authorized up fitters installing alternative fueling systems before delivery to customers.
Different tank options are available depending on the range and duty cycle required. Some tanks
take up cargo space or replace a spare tire. Vehicle up fitters can work the City to determine the '
{ .
correct afrengement for individual vehicles. Light duty trucks with bi-fuel gasoline/CNG options
also are available.
Fuel and Cost Savings ,
The table below shows the savings in fuel costs and potential petroleum displacement from the
adoption of these alternative fuels and technologies. The analysis includes both a higher mileage
and lower mileage example for each vehicle type.
i
:. : '<'.
.,
... „ .
City of Chula Vista Transportation Energy Roadmap,' - .: ~ , , .' Appendix C-1 _
. ,.~ :.. 29-76
°;. ,
Sedan ~ HEV s' 12,000 ~ 316 ~ $1,230 ~~$60 ~ $1,290 _~i $5,500
Sedan ~ HEV 1 000~~.-i._ 26- 3_~_T.~--~. $1025 E $50 $1,075 i $5,500
__~.___ __ _.___ ... _. _.._ ~ __._ ___,_ _ ._ _ _.. w _4 r ...____.._ _.
Compact HEV i 10,000 @ 181 ~ $706 i $60 ~ $756 `~ $6,500
_Com act __.Y.._...____J I! i I._-_-__._Y
SU_V ' HEV ~~8,000 .....(._...-.._..145 3.........»5666 M._~._....._.$40 ._._=~._.--$605_..._.1
p J '' k $6,500
Mid SUV HEV ~ 9 500 ~ 281 ~ $1095 $48 ~ $1,142 ! $8 500
Mid SUV ~ HEV j 7,800 ~ 231 s $899 ~ $39 ~ ~ 5938 ': $8 500
~y.._-_-.~._.._.'._....... ~ r__~._.~._~
Sedan ~ .CNG 10,000 ? 476 ; $1,495 $150 J $1,645 C... 56,800
Sedan ' CNG ' 8,000 i 381 i $1196 ~^5120 51316 ' $6800
Van CNG ~ 6,000 ~ 500 i $1400 $90 E $1,490 $13,900
Van E CNG { 4,500 ~ 375 i $1050 ~ $68 $1,117 $13,900
_._ ~ .M...."~ __.._ _ ._..._
1/2T Truck , CNG 9,000 692 ~ $1943 ~ $135 $2,078 ~ $13900
1/2T Truck CNG ~ 6750 J 519 $1457 $101 $1,559 4 $13900
,._. .". _._ ._",.......,. .. _.. _, E ..___ ... _._.
._ .~,-_.. ..-~----;° ~-773 ~- ~ { ~~ ~-$2156 ;_ $128 ~~~~ t~ 52,283 ~ $13,900
3/4T Truck CNG 8,500
_.._.,. _..__._._._._ _....__...._......._..__~....._..,-.._..-.,......,._........-v.._...__.__._..__ _.,..._..._..__.e.___,_....._____._..._........_._._....._.._._.
3/4T Truck ! CNG ! 6,375 580 ~ $1,617 i $96 4 $1,713 ! $13,900
1T Truck j CNG ~ 7 000 778 ~ $2 151 ~ $105 { $2 256 ~ $13 900
___ ................_.. ...__...___ ~..._..__.___ J .._... ... _ ..
1T Truck E CNG j 5,250 E 583 y __V.$1613 $79 $1692 ( $13900
MD Truck i CNG - j 900 ~ $2 520 i $250 ~ $2 270 $16 900
- ._..._~_..._~_,-.....___~.....e.~._..... .1.~.., -w--_....__ .,..._.. ~ _
MD Truck I CNG ~ p 800 ~ $2240 $250 1 $1991 ~ $16900
Medum HD { CNG I 1,400 $3 020 ~ _ 5250 ~ $3,670 ' $25,000
Medium HD ,. CNG ~ z 1,200 f $3 360 ~ -$250 i 53,111 $25,000
Heavy HD ~ CNG i 1 800 ~ 56 040 } $250 ~ $4 789 ~ $30 000
~y.w
a
Heavy HD ' CNG i 1 600 $4 480 r $250 ~ $4 230 = $30 000
Van - LPG + 6,000 500 ~ $696 4 $90 ~ $786 E $10 800
. ~.. ______.._ i_.__"_„.,,.,.._.___. n.__. _.._....._......~
Van LPG ~ 4,500 ~ 375 E $522 $68 J $589 `; 510,800
...~.._..~_____.,_. -s..-..-_._.~-~.,
1/2T Truck e LPG ? 9,000 ? 692 ~ j W$976 i $135 ~ ~ $1,111 $10,800
}_.»,_...__._... E _.
1/2T Truck C LPG 6,750 519 $732 h $101 $833 ~, $10800
3/4T Truck ` LPG 3 8,500 i 773 $1059 4 5128 i $1187 ~ $10,800
3/4T Truck J~ LPG ! 6,375 ~ 580 $795 ~ 596 ~ 5890 $10800
1T Truck ~ LPG- 7000 „778 51022 - $105 ~ { $1,127 E $10800
1T Truck LPG ~ 5,250 i 583 $766, $79 ! 5845 $10 800
MD Truck - ~ LPG - j 900 i $1 127 `Y $75 $1,202 $10 800
MD Truck ` LPG t - ! 900 ~ $1,127 f $75 ": ~--,51, 202,~i~ $10,800
City.of Chula Vista Transportation Energy Roadmap.. ~ ~ ~ .. .Appendix C-2
?9.-~~
Recommendations for Chula Vista
This analysis shows that the replacement of older vehicles with hybrid and alternative fuel ones .
could save the City from $600-$4,s00 a year per vehicle in fueling costs. Hybrid vehicles should
be strongly considered for any vehicle with high yearly usage. Not all City vehicles have fuel
consumption as high as in the analysis, but would still offer savings. Hybrids offerexceptional
mileage in the kinds of stop-and-go driving duty that many City vehicles experience. Amore
detailed study would be heeded to make vehicle purchase decisions, but this analysis shows the
magnitude of potential monetary and fuel savings.
The savings of any vehicle always depend on the price of fuel and the use of the vehicle. The
incremental cost of alternative fuel vehicles can vary based on the number of vehicles
purchased at once, as well as the availability of incentives and rebates. Since the City currently
has access to low-cost CNG fueling, CNG vehicles should be strongly considered in vehicle
purchasing decisions, With a lower cost of fuel, natural gas and propane vehicles can save the
City money while also reducing emissions.
CARBLertifications .
All alternative fueled vehicles. must be certified by the California Air Resources Board iCAR6) to
operate in the state. CARE certifications are available for new 2010-2012 model year vehicles in
the above classes, and would be expected to be available in the 2013-2015 time period. CARB
certifications for used light-duty vehicle conversions are currently limited to propane vans,
.although more. certifications may be available in the future.
Mowers and Landscaping Equipment
Propane commercial mowers are now available from most major manufacturers. The
incremental cost of propane mowers is $1,100 - $2,000. There is currently a rebate of $2,500
available from the Western Propane Gas Association. The table below shows estimated savings
from propane mowers. With little to no incremental cost and lower fuel costs, propane mowers
should be strongly cohsidered.
John Deer 1600
Exmark Lazer
Toro 3000
LPG 330 825
LPG 255 ~ 638.
LPG 148 ~ 444
._. .~...._... _ ~_._._ .~,._ _..._r ...,.......~..
$1,320
$1,020
.. $710 ~_
Zero Emission Motorcycles
Battery electric motorcycles are now available by multiple manufacturers, such as Brammo and
Zero. Models are available in both on-and off-road configurations. Law enforcement packages
are available, although the vehicles may. not be an exact replacement for current police patrol
motorcycles. Zero emissions motorcycles are especially suited to duties such as traffic control,
parade escorts, and off-road patrols where low-noise, zero emission vehicles are most desirable.
The Clean Vehicle Rebate Project offers rebates of $900 for zero emission motorcycles. These
motorcycles offer additional savings in fuels costs and can be charged from 110 or 220 volt.
outlets.
Fuel Cost and Vehicle FueLfconomy Assumptions
Fuel purchased on fleet contracts may vary in cost and can depend on capital recovery for new
infrastructure. For the purposes of this assessment, fuel prices were held constant over the .
three-year period. CNG and LPG offer much more stable pricing than gasoline and diesel
Maintenance savings included in the analysis are based on manufacturer estimates. Cleaner
burning, gaseous-fueled vehicles need less frequent oil changes and other engine maintenance;
hybrids require reduced brake work.
Diesel ~ $4.00
CNG ~ $1.00
LPG $2 29
*GGE gasoline gallons equivalent
Source www afdc energy gov/afdc/pnce_report html and Crty staff
i
I
~~.
~.
4
~~
i.
Actual vehicle usage and fuel economy seen in Chula Vista's fleet were used as the basis for fuel
savings calculations. Total petroleum fuel displacement includes gallons of gasoline and' diesel
reduced through more efficient vehicles and displaced by non-petroleum fuels.
Dedicated alternative fuel vehicles offer similar performahce on an energy equivalent basis. In
practice, alternative fuel vehicles often see slightly lower fuel economy than gasoline vehicles:
.The table on the next page summarizes the fuel economy assumptions used in this analysis.
. f. .
i..
:~
i.
`~i'
i
Gasoline - - $3.89
Sedan - ~ Hybrid- ~ '21 ~ ~ 47
CompactSUV Hybrid 19 f 29
APPENDIX D: '
EMPLOYEE COMMUTER BENEfIT RESOURCES
This appendix consists of a variety of resources to aid the City of Chula Vista in promoting commuter
'benefits to City employees: i
1. Sample Telework Program Policy
2. Sample Telework Agreement
3. Sample Teleworker's Assignment
' 4. Sample iCommute Triptracker Program Reports
The sample telework documents can aid the City in coordinating agreements with employees and
ensuring a successful telework policy. The sample iCommute reports provide an example of the data and
information that can be collected from the Triptracker Program as employees log their trips.
i
The Telework Policy provides guidelines on the teleworking program. It defines the
parameters of the teleworking arrangement. The. policies must fit the existing corporate
culture.
Sample, '
Telework Program Policy
Teleworking, or telecommuting, is the concept of working from home or another location '
on a full- or part-time basis. Teleworking is not a formal, universal employee benefit.
Rather, it is an alternative method of meeting the needs of the company. The company
has the right to refuse to make teleworking available to an employee and to terminate a ,
teleworking arrangement at any time. Employees are not required to telework.
Employees have the right to refuse to telework if the option is made available. .
The company's policies for teleworking are as follows
Compensation and Work Hours ;
The employee's compensation, benefits, work status and work responsibilities will not
change due to participation in the teleworking program.
The amount of time the employee is expected to work per day or pay period wili not
...change as a result of participation in the teleworking program.
Eligibility.
Successful teleworkers have the support of their supervisors. Employees will be ' ;
_ selected based on the suitability of their jobs, an evaluation of the likelihood of their
being successful teleworkers, and an evaluation of their supervisor's ability to manage
remote workers. Each department will make its own selections.
Upon acceptance to the program both the employee and manager will be expected to
complete a training course designed to prepare them for the teleworking experience. All
teleworkers must sign an agreement.
Equipment/Tools
The company may provide specific tools/equipment for the employee to perform his/her
current duties.-This may include computer hardware, computer software, phdne lines,.
email, voice-mail, connectivity to host applications, and other applicable equipment as
deemed necessary.
The use of equipment, software, data supplies and furniture when provided by the
- ,company for use at the remote work location. is limited to authorized persons and for
,purposes relating to company business. The company will provide for repairs to
company equipment. When the employee uses her/his own equipment, the employee is
responsible for maintenance and repair of equipment.
'.
A loaner laptop may be provided when available. Loaner computers will vary in
• ., performance and configuration. Loaners must be returhed upon request.
.. City of Chula Vista Transportation Energy Roadmap29-$ 2 ~ - ~ ~ ~ _ Appendix D-2 .'
Workspace
The employee shall designate a workspace within the remote work location for
placement and installation of equipment to be used while teleworking. The employee
shall maintain this workspace in a safe condition, free from hazards and other dangers
to the employee and equipment. The company must approve the site chosen as the
employee's remote workspace. Employee is expected submit three photos of the home
workspace to management prior to implementation." .
Any company materials taken home should be kept in the designated work area at
.home and not be made accessible to others.
. Office Supplies
Office supplies will be provided by the company as needed. Out-of-pocket expenses for
other.supplies will not be reimbursed unless by prior approval of the employee's
manager.
• ,
Worker's Compensation.
During work hours and while performing work functions in the designated work area of
the home; teleworkers are covered by worker's compensation.
Liability , ..
The employee's home workspace will be considered an extension of the company's
workspace. Therefore, the company will continue to be liable for job-related accidents
that occur in the employee's home workspace during the employee's working hours.
The company will be liable for injuries or illnesses that occur during the employee's `
agreed 'upon work hours. The employee's at-home work hours will conformto a
schedule agreed upon by the employee and his or her supervisor. If such a schedule
has not been agreed upon, the employee's work hours will be assumed to be the same
as before the employee began teleworking.
The company assumes no liability for injuries occurring in the employee's home
workspace outside the agreed-upon work hours.
- The company is not liable for Idss, destruction, or injury that may occur in or to the ,
employee's home. This includes family members, visitors, or others that may become
injured within or around the employee's home.
Dependent Care .. , " .
Teleworking is not a substitute for dependent "care. Teleworkers will, not be available
.during company core hours to provide.dependentcare. '
Income Tax " •. ,, ,
It will 6e the employee's responsibility to determine ahy income fax implications,of ~
'maintaining a home office area. The company. will, not provide tax guidance nor will the
company assume-any additional tax liabilities. Emp{oyees are"encouraged to consult '
I
' City of ChulaVista Trah3porfation~Energy Roedmap 29-83 . - -. ~ Appendix D-3 ;
" ;.
with a qualified tax professional to discuss income tax implications.
Communication
- Employees must be available by phone and email during core hours. All client
interactions will be conducted on a client or company site. Participants will still be
available for staff meetings, and other meetings deemed necessary by management.
The company will pay work-related voice and data communication charges `
i
Evaluation
The employee shall agree to participate in all studies, inquiries, reports and analyses
relating to this program. -
The employee remains obligated to comply with all company rules, practices and
instructions.
~.
t
-.
- r
. _ 1.
• i -:
City of Chula Vista Transportation Energy Roadmap29=a4 ~. Appendix ~D-4'"
The Teleworker Agreement is a legal document identifying the responsibilities of both
the teleworker and the employer. The agreement mirrors the policies. The employee
signs the agreement.
Sample,
Teleworker Agreement
This Agreement, effective , is between ; an
employee (referred to as "Employee") and (referred to as '
,Employer"): ~
The parties, intending to be legally bound, agree as follows:
Scope of Agreement -Employee agrees to perform services for Employer as ~
"teleworker." Employee agrees that teleworking is voluritary and may be terminated at
any time, by either the Employee or Employer, with or without cause. .
Term`of Agreement -This Agreement shall become effective as of the date written
above; and shall remain in full force and effect as long as Employee teleworks unless ,
` the agreement is terminated.
Termination of Agreement -Employee's participation as a teleworker is entirely k
voluntary. Teleworking is available only to eligible employees, at Employer's sole
discretion. Teleworking is not an employee benefit intended to be available to the entire
organization. As such, no employee is entitled to, or guaranteed the opportunity to,
telework. Either party mayterniinate Employee's participation in the program, with or '
without cause, upon reasonable notice, in writing, to the other party. Employer will not
be held-responsible for costs, damages or'losses resulting from cessation of
participation in the teleworking program. This Agreement is not a contract of
employment and may not be construed as such.
Salary, Job Responsibilities, Benefits -Salary, job responsibilities, and benefits will ,
• not change because of involvement in the program, except as they might have changed
had Employee stayed in the office full-time; e.g.; regular salary reviews will occur as i
scheduled, and Employee will be entitled to any company-wide benefits changes that
may be"implemented. Employee agrees to comply with allexisting job requiremehts as
` now are in effect in the office. f
Work hours, Overtime, Vacation -Work hours are not expected to change during the '
program. 1ri the event that overtime is anticipated, this must be discussed ahd approved
in advance with the manager, just as any overtime scheduling would normally.haJe to '
'. be approved. ,
Work Schedule. -The schedule for work performed at home is subject to negotiation ~ `
• with; .and approval by, Employee's manager. The manager may require that Employee .
;' •< work certain "core hours" and be accessible by telephone during those hours:,
y
_~
4 '
- City of.Chula Vista Transportation EnergyRoadmap,29~-85 ~ ~.~Appendix D-5`
~. -
.. -.
Equipment -Employer may provide the necessary computer, modem, software, and
other equipment needed for teleworking. All of these items remain the property of the
company and must be returned to the company upon request. The computer, modem,
software, and any other equipment or supplies provided by Employer are provided for
use on company assignments. Other household members or anyone else should not
use the equipment and software. Company-owned software may not be duplicated
except as formally authorized. Employer will be responsible for insurance and
maintenance of all company-provided materials.
Employee may use personal equipment for teleworking purposes. In such cases,
Employee will be responsible for the maintenance and insurance required for the
.equipment.
Workspace- Employee agrees to designate a workspace within Employee's remote
work location for placement and installation of equipment to be used while teleworking.
Employee agrees to maintain this workspace in a safe condition, free from hazards and
other dangers to Employee and equipment. Employer must approve the site chosen as
Employee's remote workspace. Employee is expected to submit three photos of the
home workspace to management prior to implementation.
Any company materials taken home should be kept in the designated work area at
home and hot be made accessible to others.
Iri the event that legal action is required to regain possession of company-owned
equipment, software, or supplies, Employee agrees to pay all costs incurred by,
Employer, including. attorney's fees, should. Employer prevail
Office Supplies -Office supplies will be provided by Employer'as needed. Employee's
out-of-pocket expenses for other supplies will not be reimbursed unless by prior
approval of Employee's manager.
Worker's Compensation -Employer will be responsible for any work-related injuries
under our state's Workers. Compensation laws, but this liability is limited to injuries
resulting directly from work and only if the injury occurs in the designated work area.
Any claims will be handled according to the normal procedure for Worker's
Compensation claims. ~ -
Liability for Injuries -Employee iinderstahds that the Employee remains liable for
injuries to #hird persons and/or members of Employee's family on Employee's premises.
Employee agrees to defend, indemnify and hold liermless Employer; its affiliates;
employees, contractors and agents, from and: against any. and all claims, demahds or ,
`liability (ihcluding eny related losses;. costs, expenses, and attorney fees) resulting from,..
or arisin in connection with, ah in ti to e~sons includin death or dame e to
g, Y 1 rY p C, 9 ) 9
property caused, directly or indirectly, by the services provided herein by Employee or
City of Chula~Vista Transportation~Eriergy Roadmap29-a 6- - ~ ~ . Appendix D-6 I
by Employee's willful misconduct, negligent acts or omissions in the performance of the
Employee's duties and obligations under this Agreement, except where such claims,
demands, or liability arise solely from the gross negligence or willful misconduct of the
Employer.
Dependent Care - Teleworking is not a substitute for dependent care. Teleworkers will
not be available during company core hours to provide dependent care.
Income Tax - It will be the Employee's responsibility to determine any income tax
implications of maintaining a home office area. Employer will not provide tax guidance
nor will Employer assume any additional tax liabilities. Employees are encouraged to
consult with a qualified tax professional to discuss income tax implications.
Evaluation -Employee agrees to participate in all studies, .inquiries, reports and
analyses relating to this program.. - -
Employee remains obligated to comply with all of Employer's rules, practices,
iristructions and this Agreement. Employee understands that violation of any of the
above may result. in preclusion from teleworking.
have read and understand this agreement and accept its conditions.
EMPLOYEE
EMPLOYEE MANAGER
PROGRAM DIRECTOR
City of Chula Vista Transportation Energy Roadmap 29-a~-, ~ . ~ ~ ~ ~ - ~ Appendix DJ .. -
Teleworker's Assignment is completed to define the specifics of teleworking such as
frequency, type of work to be completed, the number of times the employee should
communicate with the office, etc. The Assignment is completed by the teleworker and
the telemanager.
Sample
Teleworker's Assignment
Teleworking, or working from another location such as home or an office close to home,
is an assignment that the company may choose to make available to some employees
when a mutually beneficial situation exists.
Teleworking is not an employee benefit, but rather an alternative method of meeting the
needs of the company. Employees do not have a "right" to telework. The arrangement
can be terminated by either the employee or the company at any time.
Conditions for teleworking agreed upon by the teleworker-and his/her supervisor:
1. The employee agrees to work at the following location:
2. The employee will telework days per week.
3. The employee's work hours will be from a.m. to ~ p.m.
4. The following are the assignments to be worked on by the employee at the
remote. location, with expected delivery dates:
5.. The following equipment will be used by the employee at the remote location:
The employee agrees to call the central office to get his/her messages at least
times per day:. .
The employee agrees to get all supplies needed for teleworking:from the
company office. Reimbursement for.out-of-pocket expenses for supplies will
-need prior supervisory approval. ~ . .
City of Chula Vista Transportation Energy Roadmap29-.a8.
Appendix D-8;
8. Additional conditions agreed upon by the telemanager and teleworker are as
follows:
I have reviewed the teleworker's assignment with
to his/her participation in the company's teleworking program.
Date Supervisor Name Signature
The above material has been discussed with me.
Date Employee Name
Signature
Sample iCommute Triptracker Program Reports
The following pages contain sample output report tables from the iCommute Triptracker Program.
Table 1, General Alternative Transportation Program Report, is a sample report that summarizes all user
trips from the beginning of the year through August 16, 2011. This report details how many trips were
taken by each transportation mode. Non single-occupancy vehicle (SOV) trips include walking, biking,
public transit, motorcycle/scooter, or trips in a vehicle with more than one person.
Table 1: General Alternative Transportation Program Report
1/1/2011 through 8/16/2011 '
New users
5135
Non SOV Miles Logged 16677624
Bike trips ~ 30712
Carpool trips 22909
COASTER trips - - 8197
Compressed Work Week trips - 631
Did Not Work trips ~ ~ 13023
Drive Alone trips~~- ~ ~ 22201
Motorcycle/Scooter trips ~ ~ ~ 2098-~
Other trips ~ ~ ~ - 613
Other Transit trips ~ - ~ 8551. ~,"
Premium Express Bus trips ~ ~ ~ 4696
Telework trips 1942
~ ~
Vanpool trips ~ 389973 ~ . -
~
Walk trips ~, ~ 6067
Table 2, Savings from Non-Single Occupancy Vehicle Trips, displays the total carbon dioxide (COZ),
gallons of gasoline, and dollars saved by choosing an alternative form of transportation.
Table 2: Savings from Non-Single-Occupancy Vehicle Trips
f ~ ?IV 'Tp I "J~ `~ ' Y ~u$*71'
3~~~~~1~~paVing 'l~e,~al~f3~xs.'_ ~ 0.v J tC 'lY 4~"
~tli}~.~'O~ar.»Mi~wwbn
Carbon Dioxide 11,545,223
Gasoline . ~ ~ ~ 575,288
Monetary savings ~ - 7,474,064
City of Chula Vista Transportation Energy Roadmap
29-90 - ,
Table 3, Ridematch Statistics, provides data regarding the use of the Ridematcher service in iCommute.
Ridematcher isa service to aid users in finding commute partners based on their home and work
locations. The number searches performed indicates how many people are using the Ridematcher
Program. When a request is sent, it indicates that a user found someone to potentially commute with.
Table 3: Ridematch Statistics
f~ # f~~[ t 9R f.1E. mT 4 C,' I~Et,..F~e-dvt,{~?
~s,a ~~~ ,.~F~ Ridematch Actions'w~'~ ~~y LL ~
J, reuw +4 _a . 1Z ., „.:eSL (N~§!'$ 4 5fls"v A'f u5 i54 _Y~ b 'i47Uy`f i~
~k`Y.Total ys,r,
~i '~".3 xlkVe3"L -~,+~.
Ridematch search performed 3,598
Ridematch search with no result 478
Ridematch requests sent ~ 1,280
(Results based on all time)
APPENDIX E: .
SAMPLE SMART GROWTH POLICIES AND RESOURCES
The following measures were identified based on their ability to reduce vehicle trips; petroleum consumption, or
energy use. When considering implementation of these measures, it is recommended that local officials
evaluate the economic, social, and environmental implications- in addition to energy savings -for their
individual situation and. community. The resources for Smart Growth include a description of the CEQA
streamlining provisions from SB 375 as well as the site descriptions for the areas of Chula Vista identified in the
SANDAG,Smart Growth Concept Map.
Sample PoGcy Measures
Smart Growth and Transit Oriented Development
1.1 Implement the following existing/planned and potential smart growth opportunity areas as identified by
the City on the SANDAG Smart Growth Concept Map.
1.2 Identify additional planned or potential smart growth opportunity areas within the City as feasible.
1.3 Coordinate with regional agencies, including SANDAG and North County Transit District (NCTD), and
neighboring jurisdictions to plan for and accommodate alternate travel modesto driving alone.
1.4 Encourage a variety of uses that offer many choices for people to live, work, and recreate in a core area.
15 Promote adaptive reuse, infill, and/or redevelopment of vacant or underutilized sites, such as through
provision of incentives.
1.6 .Consider integrating supporting retail uses into existing residential and employment developments, for
'example, through plan updates and inning amendments. '
1.7 Provide incentives and zoning regulations to promote mixed-use, higher intensity employment uses and
residential density near existing and planned transit riodes and smart growth areas, such as increased lot
coverage and floor area ratio (FAR) requirements, height limits, and/or expedited approval processes.
1.8 Continue allowing accessory units in single-family residential areas where appropriate.
1:9 Promdte a compact, transit-oriented distribution of land uses with convenient access to a mixture of uses
and destinations, and at densities appropriate to the unique character, context, and characteristics of
each community.-
1.10 Establish land use policies that support multimodal transportation systems and connection of travel
modes to each other.
1.11 Createmultimodaltrsnsportation centers that provide integrated access to a variety of transportation
facilities and services.
1.12 Continue to review development projects in consideration of transit needs and access.
- 1.13 Require new development at transit-nodes and alohg transit corridors to meet planning and design
standards to generate, attract; and facilitate transit ridership as a condition of approval.
1.14 Locate larger retail, employment, medical, educational,.and government lahd uses near arterial and major
~$ ~ ~ ~: ~ - ~ __n__.,,.. J...,...«_ ..,..,;,.a ~..: ....tir.,. +.~..~;+~ r,...,,o.~el..- ~...iL4 rn nrn~iirln nr onhanna Tra nciT <PNiCP Tn theSP ~., '
1.15 Prioritize new growth in existing developed areas that have adequate levels of transit and neighborhood
services.
1.16 Inventory infill development sites. Plan, zone, and provide incentives for new development and
renovation of existing uses in identified infill areas.
1.17 Encourage or provide incentives for new housing and mixed-use developments to be built to the LEED® for
Neighborhood Development (LEED-ND) standard or its equivalents
1.18 Provide expedited application processing, as feasible, for development projects that meet community-
established, energy-efficiency standards or goals.
Public Infrastructure Investments
1.19 Coordinate public investments for transportation, parks, open space, water, sewer, and other
infrastructure in a manner that supports smart growth development.
-1.20 Prioritize new or infill residential development in areas with adequate levels of existing or planned public
facilities, such as parks, fire stations, and public transit service.
1.21 Support investments to provide high-performance broadband connectivity throughout the community to
.enable e-commerce and teleworking. ,
1.22 Convert streetlights, outdoor lighting, water pumps, water treatment, and other energy intensive
' operations to more energy-efficient technologies.
Community Design
.1.23 Establish "complete streets" policies that make roadways safe, attractive, and comfortable for all users, '
including pedestrians, bicyclists and public transit users; as well as automobiles.
1.24 Design, site, and orient new development to facilitate pedestrian; bicycle, and transit access.
- 125 Establish a walkable, interconnected street network. '
- 1.26 Plan and permit networks of neighborhood-scaled streets (generally two or four lanes) with high levels of
connectivityand short block lengths.
1.27 Reduce the potential for higher than average temperatures and increasing air conditioning-related energy .'
demand associated with the Urban Heat Island Effect by usingstrategies, such as increasing tree and
- vegetative cover, installing green or reflective rooftops, and using cool pavements. The term cool ' .
pavements refers to paving materials that reflect more solar energy, enhance water evaporation, or have
been otherwise modified to remain coolerthan conventional pavements..
1.28 install transportation infrastructure and make urban design improvements that promote walking and
biking and increase access to public transit in smart growth areas: ~ -
.1.29 Provide sidewalks and bicycling facilities along with measures like bulb outs, Vighting; landscaping, street
furniture, secure bicycle parking, and well-marked crossings at intersections.
1.30 Make reductions in energy consumption and related criteria such as vehicle miles traveled a high priority
in evaluation of development projects; plans, policies, and programs.
' The LEED®for Neighborhood DevelopmentRatingSystemintegrates the principles of smart growth,new urbanism, andgreen building
into the first national system for neighborhood design. LEEDS certification provides independent, third-party verification that a ,
~.-development's location and design meet accepted high levels of environmentally responsible, sustainable development. LEED® for. ~ _
Neighborhood Development is a~collaboration among the United States Green Building Council, Congress for the New Urbanism,and.
" 'the Natural Resources Defense CounciLFO(more information, visit www uszbc ore/DisplayPaee aspx?CMSPaeeID=148. .. -
Gty of Chula Vista Transportation Energy Roadmap~ Appendix E 2
. ~~ ~ 29-93 ~. ; ` ~~
Resources Available for Smart Growth
56 375 and CEQA Streamlining
Definition of Residential/Mixed Use Residential Project:
A project that is consistent with the general use designation, density,.building intensity, and applicable policies
for the project area imeither an accepted (by ARB) SCS or APS. Additionally, the project would have at least
75 percent of the total building square footage of the project consist of residential uses or would be a Transit
Priority Project.
,.
Definition of a Transit Priority Project{TPP):
a) Contain a{least 50 percent residential use, based on total building square.footage,avd if theproject
contains between 26 percent and 50 percent nonresidential uses, a floor area ratio of not less than 0.75;
b) Provide a minimum net density of at least 20 dwelling units per acre; and '
c) Be within one-half mile of a major Transit stop orhigh-quality transit corridor included in a regional
transportation plan. '
Types of CEQA relief:
Full exemption: If a TPP complies with all environmental, land use, and affordable housing criteria described
in SB 375, the project can be determined by a local jurisdiction to be a Sustainable Communities Project and
receives full CEQA exemption.
Sustainable Communities Environmental Assessment (SCEA): The SCEA is applicable to a TPP and is similar to
a mitigated negative declaration.
Streamlined CEQA analysis: AResidential/Mixed Use Residential ptoject, as defined above, would not be
required to repeat growth-inducing impacts analyses or the discussion of how cars and light trucks could .
increase greenhouse gas emissions. If an EIR were being prepared, the alternatives section would not be
required'to include a reduced density alternative to reduce greenhouse gas emissions. If an EIR were
prepared for a TPP, the document would not need to include an analysis of cumulative impacts, or of
greenhouse gas emissions'from cars and light duty trucks. In addition, project alternatives need not address
reduced density or off-site location alternatives.
Chula Vista's PotentiaF and Existin>? Smart Growth Areas
The following table provides site descriptions for each smart growth area identified in the City of Chula Vista on
the SANDAG Smart Growth Concept Map. The SANDAG Regional Comprehensive Plan (RCP) identified seven
categories of smart growth place types. The place types include: the Metropolitan Center, UrbamCenters, Town
Centers, Community Centers, Rural Villages, Mixed-Use Transit Corridors, and Special Use Centers. The RCP...
,established land use and transportation targets for each of these areas (listed below). If the areas meet 4he
- ~ minimum land use and transit service targets identified for their place type, they are identified as
' ."Existing/Planned" smart growth areas. If they. do not meet the targets, but have future potential; they are
City of Chula Vista Transportation Energy Roadmap Appendix E,3
29-94 ;
identified as "Potential" smart growth areas. Grant funding is available from SANDAG for cities to conduct
planning and infrastructure improvements at their smart growth opportunity areas.
Additional information on the Smart Growth Concept Map; the land use and transportation targets, incentives
for smart growth, and other information is available on the SANDAG Web site at www.sandae.ore/smartQrowth.
SANDAG, in collaboration with the local jurisdictions, will begin an update to the 2004 RCP, RTP, and SCS in
2012.
land Use and Transportation Targets
Each smart growth place type is associated with certain housing and employment density targets and transit
service thresholds, and can qualify as either "Existing/Planned" or "Potential," depending upon whether it meets
the thresholds specified in the RCP. The minimum land use and transit targets are listed below. Areas must meet
both the land use-and the transit service targets to qualify as Existing/Planned. .
it ~}ri3 {...~ ' '~~~'~ 7 ~ 2`€+
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Metropolitan Center 75 du/ac 80 emp/ac Commuter Rail/Bus Rapid Transit (BRT)
Urban Center .. 40 du/ac 50 emp/ac Light Rail/Rapid Bus
Town Center ~ ~ 20 du/ac 30 emp/ac Light Rail/Rapid Bus*
Community Center ~ 20 du/ac N/A High-Frequency Local Bus within Transit Priority Areas.
Rural Village ~ 10.9 du/ac N/A ~ ~ N/A -
-Special Use Cenier, Optional ~ 45 emp/ac Light Rail/Rapid Bus - ~ ..
Mixed-Use Transit Corridor 25 du/ac N/A ~ High-Frequency Local Bus
Notes: du/ac =dwelling units per acre; emp/ac =employees per acre; N/A =Not applicable:
m ~
~
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CV 1 -. „ Urban Core, -
including parts of
- area generally' ~..
' bounded by
~
~~- Interstate 5 (I-5),
- -
6Street„I Street,
1. just east of 3rd
Avenue, and
- - ~ including the'
. ', -~ Broadway and
H Street corridors --
... N ~ - ..
CD,.
I
ca
rn
Existing/Planned ~~ ` Urban Center Northwest Chula Vista contains downtown Chula Vista and . Existing LRT (Trolley- Blue Line)
_ ~ - ~ ~ the broader Urban Core that is addressed in the adopted Existing High-Frequency Local Bus
- ~ ~ Urban Core Specific Plan (UCSP) that builds - on the '
- ~ ~ - framework of Chula Vista's updated General Plan. This area - Planned Rapid Bus.(to be phased in by
encompasses two existing trolley stations (Bayfront/E Street 2030)
,- - - ~ 'and' H Street stations) and several existing bus routes, a ~ Planned Express LRT (Trolley -Blue
planned H Street Corridor Rapid .Bus transit route, and a Line) (to be phased in by 2040)
future shuttle route connecting key activity centers in the planned LRT (Trolley UTC to
Urbad Core and linking the Chula Vista Bayfront located San Ysidro via Third Avenue Corridor)
- ~ across I-S. Grade separation of the trolley and surface streets (to 6e phased in by 2050)
- at H Street and E Street is being pursued, and a BRT route -
- - along I-6 also is planned, with a station at H Street.
- -. The UCSP includes a variety of land use designations and
treatments in different parts of this broader area, which is
' - divided into districts and focus areas. While stable, single- -
family neighborhoods are protected through General Plan ,
- - - policies, other sites have been identified to accommodate
- _ - ~ . more ,intense development and foster. revitalization. The
City's updated General Plan includes transit focus areas,
which allow the most intensive development in Northwest
. ~ - Chula Vista, located around the two existing Trolley stations, .
- ~ and along H Street generally between 3rd Avenue and 4th
~
Avenue. Higher-intensity, mixed-use with housing, shops,
.. ~ - - -
' ~ ~ ~ ~ and offices is envisioned in mid- to high'-rise buildings witBin ~ -
' - ~ walking distance of. the Trolley .stations. Higher-density
_ ~ housing is proposed west of Broadway, with a new park to
- ~ serve residents. A revitalized H Street corridor would include ~_ -
' mid-rise office buildings. Important gateways at E Street,
- - H Street, and other strategic points would be enhanced. New
-
mixed-use and residential land use designations include
~- - ~ ~ - densities of up to 60 dwelling units per acre in some cases.
- The circulation system emphasizes increased walkability in
- -
_ ~ ' ' .. this part of the City. ~ _ -
"~ _ - Gtyof.ChulaVistaTransportationEnergyRoadmap~ - - ~- -:- ~,:- - ~--- ~ -~~~ -~-.-. .-- -- -~ - - - AppendixE-5 -
_ i
i ~ t t f`~t~44~'°-:rr~s, ~...$ e~ Kid: e~ Irv F '~. r+ `z ~ ? ~ r a a-e~~.%'~ i
- » 7.~ ~ ~'~~ r r"'a:a's'~s' s ~`,~ err „`~:s rU i ~'" ~~._ t"E' r`~,`1 ~,y"s"~~i~-,.ry,~-rd. nt
r 1ra,T g~;~~ °~~ ~tY uza., E'xistulg/P~~lned3 ~ ~".y~°^s~a''-."~ t~' a- ~}s;~ #dl .~'r,"-~.,% `~" 'h-_
r~~ ~.~ ~ ~ -'~i ~tL -; .&. w tr iN,r.&->s.f~RCP ''r~#`~~~t ~~ u`v,~ ; ~ r.acn ~+~*i{* r ,1 ~,.~ r
"a i.'.ue-r-u., ~~or Potential nr°' "
-' a k~lte fti L cattan°°~yr ~ > {{ 'k'°*s 2^~ .~ a Cand Ustrfp~i4~nt w i
E ~ `~~~~ dt ~*~ s~ ~3 . (~a~';nd reasohfi$Yf~.~~ ~ ,~ Jade TYPE ~ q'S.s ~~„ " -~~`'~s
";'~~.~~:. +a. ~.:,. r'.if_ ~~-v'r~~#, _LLxs'~PQt=~i Sr-~. `':, z ~ `gi~~~~~ f~?- ~',.'._ ~-ts~5''„_ ~, kT
" CV-2 ~~~ 'Downtown - Existing/Planned" Town Center This-center includes the "heart" of traditional Downtown
,. Village, ~ ~ ..•Chula Vista, with storefronts lining 3rd Avenue. The City Civic
3rd Avenue and. _ ~ Center .is located just to. the west, at 4th Avenue and F.
-F Street; adjacent ," _
~ .Street. Existing transit routes traverse this segment of both F
--
-to CV 1 (and also ~ "
-: part of Urban- -
^ .
- ~ - Street and 3rd Avenue, as well as other streets nearby. The
-- ~ -'. Core) ~ ~ ' ~ . ` - "~ ~ General Planvision is that 3rd Avenue between E Street and
_. ,
_ ,~ - G Street remains apedestrian-scale area of specialty shops,
_ - - ,services; and restaurants, but with additional offices and
r
housing above and behind the retail .uses, adding to the
- - ~ - - ~ '~ - district's vitality. Building fa4ades along the immediate street
. ~ - ~ frontage would retain the traditional, predominantly law-rise
• ~-' ~~~ ~ `. ~ character, with larger buildings sensitively stepped back from
~
' - - - the faSade, and stepped down to blend with the adjacent
~ ,
residential neighborhood to the east.
- ~ The higher-density residential development and increased
" ro.~~ ~ - ~ appeal to visitors from outside the area is intended to-
~ ~
`; ~ ~-
.. - ~ ~ ~ - increase market support for businesses and extend the hours
:
;eD ..
of downtown activity. The Civic Center would be
"v~• - ~ ~ - strengthened ~ through linking of civic uses ~ by parks,
~- ~ promenades, and the local circulation system. In the 3rd
- - _ - Avenue district, residential densities within mixed-use
- ~ - - residential designation are intended to have adistrict-wide
gross residential density of 40 dwelling units per acre
CV-3- -Chula Vista -, Existing/Planned TowdCenter The Chula Vista Bayfront is generally located west of I-6
Bayfront between F and 1 Streets and encompasses approximately 550
acres. It will be a world class bayfront to benefit both
residents and ,visitors, while also balancing economic and
" ~ _ - - ~ - environmental factors. The Bayfront has capacity for up to
1;500 multiple family dwelling units at a density of 60-115
. - ', dwelling units per acre. There also will be commercial uses
-
- ~ ~ ~ _ including mixed: use, a resort hotel, conference center,
' -" ~ - ' ' ~ ~ offices, public parks and open space. Connections to the
' Chula Vista Urban Core also would be enhanced and will
- ~ - include a transit shuttle loop from the Bayfront to the 3rd
- -. Avenue Urban Core. There also will be direct access to the
- Light Rail system.
Existing High-Frequency Local Bus
Planned LRT (Trolley - UTC to
San Ysidro via Third Avenue Corridor)
(to be phased in by 2050) ~.
Planned Rapid Bus (to be phased in by
2030) ..
Planned Local Shuttle (City service; not
shownin RTP)
_ APPeridixE-6 _-...
n t,rs'~kx ~°; ys zy ~ y§Extspti Planned Nr x~ ~s `~... Y`, `Y i '~, ,'~"'§' "a°~~"^,j a'u ~.:4".. xi a ~~.`~#"~ rq ~v ~~t
~r~s^'~sr ~~`~Yi g/ ~ ~-'e'°cS ~ U1~( an i'~V ~
'~Si ~ ~-'~~ t~s^y~t~.~ oar Potentia~l'~3,>~~5~~ k~CFn€`~~`e t '`aB~t ~~ ~i (,a`~M ~' ~ pre r }~;s '5~~~a~~a '~~*~T a t 5e
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CV-4 ~ Southwest Town -Existing/Planned - - Town Center The General Plan vision for the South Third Avenue district is ExistingHigh Frequency Local Bus
-Focus Area at 3rd - ,.
~ to create a vibrant, mixed-use area and a focal point for the
Planned LRT (Trolley -UTC to
~ Avenue and ~
communityin Southwest Chula Vista.. Amixed-use-area
~ SanYsidroviaPalomar/3rd Avenue)
~ - ~ .Palomar Street - - ~
would be~created with ground floor shops along 3rd Avenue (to be phased in by 2050)
and multi-family residential and some office uses above. A
- ~ -~ - - ~ transit station at East Palomar Street and 3rd Avenue would
- serve .a new .bus rapid transit corridor service route -
~
~. ~ ~ ~,. _';_ :~~ -. -- _- connecting to eastern Chula Vista and major activity centers
~ .'
- - ~ ~- ~- - there and. with the Palomar Gateway District and the San
-, ` - - ~
~ Diego Trolley. This area also is served by Chula Vista Transit
~.
~ - ~ ~ bus routes and a regional bus route.
Districtwide residential densities within the mixed-use -
-- ~ ~ - residential designation are intended to be at 30 dwelling
~
- ~ ~ - units per gross acre. Building heights along this portion of 3rd
' ~ ~ ~ Avenue would be primarily low-rise. A southwest town focus -
ro-~ ~ - ~ area would be created around the intersection of 3rd Avenue
- ` -~
I ~ - ~ and Oxford Street, within a quarter mile to the north of the ~ '
.'~cp -. ~ - ~ ~ ~ ~' -...- 'proposed transit station, with mixed-use extending to Naples
-~ ~~ ~ ~ _ Street. Aspecial study. will be conducted to determine the
precise boundaries of the Southwest Town Focus Area,
generally between Naples Street and Orange Avenue along
Brd Avenue.
City of Chula.Vista Transportation EnergyRoadmap'
.' The Palomar Gateway District is the major southern gateway to
the City of Chula Vista. The area currently includes light industrial
businesses and multi-family housing north of Palomar Street and
a mix of.single-family and multi-family housing south~of Palomar
Street. The General Plan objective for this area is to establish a -
.mixed-use transit focus area around the Palomar Trolley Station,
with a mix of shops, office, and multi-family housing in low- and
mid-rise buildings. Amore cohesive community would emerge
through higher residential densities providing additional
.affordable housing, well-integrated design, and enhanced
pedestrian opportunities, includingimproved connections with
facilities such as the County Health and Human Services Agency
South Region Center. Within the mixed-use transit focus area,
residential designations are intended to have adistrict-wide gross
residential density of 40 dwelling units per acre. .
Existing LRT (Trolley -Blue Line)
Existing High-Frequency Local Bus
Planned iRT (Trolley -UTC to
San Ysidro via Palomar /Third
-Avenue) (to be phased in by 2050)
Planned Rapid Bus (to be phased in by
2035)
Ahigh-density residential area is proposed south of the .
- mixed-use transit focus area, between the Trolley line and I-
S.A new park is planned along with the proposed higher- -
' ~ density housing. ~ -
,The Palomar Trolley Station also is served by Chula Vista
.Transit bus routes and a regional bus route. A Rapid Bus
corridor transit route linking the station to a new community
-- -~ center near Palomar Street and 3rd Avenue, and then via -
- .Main Street to major activity centers in the southerly part of
Otay Ranch, also is proposed.
Urban Center This high-intensity, mixed-use urban center will support the Planned BRT (to be phased in by 2018)
East Chula Vista/Otay Ranch and South San Diego County planned Peak-Period BRT (td be phased
population, providing regional goods and services. It will be in by 2018)
-- the most intensively developed part of Otay Ranch and East
integrating high-density housing, low- and mid-
-'~ Chula Vista Planned Rapid Bus (to be phased in by
, 2035)
to high-rise office uses, and community- and regional-serving
• commercial and entertainment uses. It is envisioned as a Planned High-FrequencµLocal Bus (to'
.. unique. and symbolic focal point for Otay Ranch and the. be phased in by 2020)
" broader subregion. Over 3,300 dwelling units are proposed at ~ "
a density ofover 40 dwelling units. per grossacre. Building
height can be up to 15 stories, and major office, retail and
cultural uses are ultimately envisioned.
- The Eastern Urban Center, including the Otay Ranch "Town
Center' (Freeway Commercial) area is over 300 acres in size.
SR 125 borders the area to the west, and other major
roadways abut the area or lead to it. As an urban hub, it will.
be served by a BRT system, with up to three routes reflected
in. local and regional transportation plans. Surrounding land
uses that relate-closely to the Eastern Urban Center include a
planned university campus and regional technology park.
Cityof Chula Vista Transportation EnergyRoadmap
~~ AppendixE-8' '~- ~"
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~CV-7 University Village ~ Existing/Planned Town Center:- The area known as the University Village (Otay Ranch Village Planned BRT (to be phased in by 2018)
- .(Otay Ranch - ~ Nine and'a portion of Village Eight) is planned to include a planned Peak-PeriodBRT (to be phased
~' Village Nine and - - , , pedestrian-oriented Town Center of mixed-use and' higher in by 2018) ~ -
- a portion of - " ~ ~ - residential densities strongly tied to the planned university -
. Village Eight), in ~ - - - Planned Rapid Bus (to be phased in by
thegeneral .- : - campus. The University Village would provide housing; retail, 2035) "
. , :vicinity- - ~ .. and other commercial and related services necessary to -
of SR 125, Rock support the university and. also would be the interface and Planned High-Frequency Local Bus (to
Mountain Road, "common meeting ground" with the university: A future BRT be phased in by 2020)
- - 'and Eastlake - _ route (Palomar Trolley Station to Eastlake) would include a -
Parkway transit station at this .location,. along with a link to the route
- - ~ . ~ - connecting Otay Ranch to Downtown San Diego and other -. - -_
" .. activity centers to the north and south. Residential densities - -
- - ~ _ would be at 18 to 30 dwelling units per acre. The University _
Village is located just south. of the Eastern Urban Center.
N CV-8 `.-~ Otay Ranch ~ Existing/Planned Town Center Apedestrian-oriented, mixed-use town Venter is proposed Planned Rapid Bus (to be phased in by
'~~ - ~ Village Eight at .around the intersection of La Media Road and Rock Mountain 2035)
,~, ~. ~-future extension ~ ~ Road, where Otay Ranch Villages Four, Seven and Eight meet planned High-FrequencyLocal Bus (to
O "of La Media Road , . - ~ (note: "town center" terminology is used locally as well). A be phased in by 2020)
O `and Rock ~ -
" Mountain Road - ~ - future Rapid Bus route (Palomar Trolley Station to Eastlake)
~• -- ~~ - would include a transit station at this location. Higher-density .
mixed use development in the town center would be at a
- - ~ ~ gross density of 18-45 dwelling units per acre. ~ -
CV 9 -° Otay.Ranch Existing/Planned Community Village 2 is planned ~ as a pedestrian-and transit-oriented Planned High-Frequency Local Bus (to
'.Village 2 (West of _ Center village: Because of its central location, its village core will be be phased in by 2020)
,~ . ~:intersection of La - ~- - ~ larger and more intense than the typical village core in other.
" -,Media arid Birch) . - ~ previously- developed parts of Otay Ranch. and'-will serve ,
- nearby communities, as well as Village Two residents. Of a
• - "- - 'planned total of approximately 2,800 dwelling units, some -
' ~ - - - 1,800 will be in multi-family or mixed-use area and are
' ~ ~ ~ ~ planned at a density ofapproximately 20 dwelling units per
'acre. Higher-density residential uses would emanate from the -
_ ~~ - ~ _ _ ~ ~ - .mixed-use core that would also include commercial uses,
- ~ -, - ~ - affordable housing, and public/quasi-public uses. A transit
_ line that originates at the HStreet trolley station travels south
_ ~ to Village 2 and onward to the east of SR 125 through Otay -
Ranch:
City.ofChula'VistaTransportatioriEriefgyRoadmap - ~: '. ~ - '
' Appendix E-9 - " ' '
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CV-10' Heritage Village "Existing/Planned ,Town Center ", Heritage Village {Otay Ranch Village One) is the first transit-
_ ~ (Otay Ranch - oriented village to be developed in the Otay Ranch project,
- -.- Village One)~at - ~ and serves as a prototype for smart growth planning and
" East Palomar design. The Village. Core contains the village's commercial;
Street, near
,~ Monarche Drive - - ~ employment, service and civic uses, as well as the highest
r . - ~ ~ ~ ~ - residential densities, ranging from 24 to 39 dwelling units per
- net acre, with 1,225 multi,family units within approximately a
- _. - quarter mile radius. The Village Core is anchoredby a mixed-
,- - - ~ use tenter with residential over retail, a public park that
- _ - _ .contains theHeritage Park Community Center, Sharp Medical
- - - ~ OfficeCenter, and an.elementary school. Transit right-of-way
is reserved in the East Palomar Street median, with a station
- _ ~ - - ~ ~ site at the heart of the village core and apedestrian-activated
" crossing signal to accommodate future BRT service.
N " ~ ~ -, ~ A system of pedestrian paseos also converges at the Village
~ -- ~ - Core. Storefronts with wide village pathway sidewalks line
'I East Palomar Street, which has diagonalon-street parking
0 - ~ ~ . - - with additional parking behind the buildings. The City is
. -~- ~ -. ~ - ~. _ ~ - . working with SANDAG on initiating the BRT route that will
- ~ - ~ serve the Otay Ranch transit-oriented villages. Chula Vista
- ~ Transit currently provides bus service, which uses the future
BRT station location.
CV-11 ~ Southwestern Potential ~ Special Use
- ~ College. (Requires land use 'Center
-~- (southwest of _ "~ ~ -changes)
City of;Chula Vista Transportation Energy Roaiimap -
Southwestern College is a community college serving South
San Diego County residents, with approximately 19,000 full-
and part=time students. Established in 1961, the College's
main- campus occupies a 156-acre site located at the
intersection of Otay Lakes Road and East H Street in Chula
Vista. Served byseveral Chula Vista Transit bus routes, the
college is an important- destination and transfer point.
Southwestern College also is located along a planned Rapid
Bus route that would connect western Chula Vista and the H
Street Trolley Station with Otay Ranch. The college site is
surrounded by ~ existing residential and, commercial
development.
Existing High-Frequencytocal Bus
PlannedBRT (to be phased in by
2018)
Planned Peak-Period BRT (to be
phased in by 2018) - -
Existing High-Frequency Local Bus
Planned Rapid Bus (to be phased in by
2030)
- ". - Appendix E-10 - -
.. - ~ t '° k x "_ ~'~'~`4- ~v3'~~.r rvi* ~ k ,M, °j r~ '~ ~' -R '~ "~ h, c ~ .. '. _ f ~, :'..~ s ~}„ 'm a ,x s, xx~ ` `~ s
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;. ~
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ai' i ~• „set o- Pofentlalj` ~~k ~ >~ ~`a'rF~t4 ~ ~,. "i a ~fi'M` e ~~~ year +P s ~ .- ~ ~}E ad ~~ ~Ui;}
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~' '-CV-12; ~.~ Otay Ranch :.Existing/Planned 'Town Center - Otay Ranch Village .Five is atransit-oriented village located Existing High-Frequency Locaf Bus
- , i Village Five northeast of Heritage Village (Village One). The Village Core planned BRT (to be phased in by ~ _
.. `at East Palomar contains over 1,200 multi-family dwelling units within an -2018) ~ - -
"--'Street east of La ~ ~ ~ approximately a quarter mile radius of the future BRT station, '-
" --. Media Road - ~ Planned Peak-Period BRT (to 6e
at densities of 13 to 30 dwelling units per acre. Immediately phased in by 2018)
" - adjacent to the transit station is the Villagio, a four-story, ~ -
' - - - - mixed-'use town center with ten suites of ground leveh retail, Planned Rapid Bus (to tie phased in by
" .and 72 townhome units. A 440-unit apartment complex 2030)
- ~ ~ ,. (Teresina) with 88 affordable rental units also is located
nearby. Five condominium complexes (Vista Sonrisa, Gold
-. - ~ ~ RUSK, Stetson, Winchester, and Silver Sage) are within aten- -
" - ~ ~ minute walk. - -
' CV-13 ~ Otay Ranch ~ Existing/Planned Town Center Otay Ranch Village Six, another transit-oriented village, is Existing High-Frequency Local Bus
- Village Six at East ~ ~ - currently being developed and is located south of Village planned BRT (to be phased in by
"- N- Palomar Street - ~ ~ Five. The Village Core has capacity for approximately 1800 2018)
' co ~ . and Magdalena - dwelling units within an approximately a quarter mile radius
" ' I Avenue ~ ~ Planned Peak-Period BRT (to be
" ~ of the future bus rapid transit station, at densities of 12 to 28 phased in by 2018)
- :.. t7 _ ~ : - .. ~ dwelling units per" acre. Sites immediately adjacent to the
' N . ~. ~ ~ - - - ~ _ future transit station have capacity for approximately 200 Planned Rapid Bus (to be phased in by -
-residential units -some of which may qualify as affordable 2030)
" ~ ~ ~ ~ ~ units and over 17,000 square feet of retail space, and
' ~ - - - shopkeeper suites (mixed used) on both sides of the terminus - -
• _ - - - of East Palomar Street. The Village plan-also envisions a - -
~~ ~. daycare center in the mixed-use project: Five multi-family
- ~ ~ residential projects are located within afive-minute walk of
- - - - ~ - the town center in the village core. - - -
"CV-14 ~ East of Eastlake .~ - _ Existing/Planned Town Center Otay Ranch Village 11 is adjacent to the Eastern Urban Planned BRT (to be phased in by 2018) '
Parkway atthe - Center and its Transit Station. It is apedestrian-oriented planned Peak-Period BRT (to be phased
terminus of Birch - village with access to transit within '/< of a mile. The Village in by 2018) _ -
Road - - will encompass high-density residential mixed use at 20 -
-' - - - ~ dwelling units peracre. - Planned High-Frequency Local Bus (to
. ~ - _ - be phased in by 2020)
- - City ofChula'Vista Transportation Energy Roadmap ~ - -~ ~ ~ - - - Appendix E-11- ~ -
City.of Chula Vista Transportation EnergyRoadmap
This area will accommodate a future multi-institutional ~ Planned BRT (to be phased in by 2018)
University Center or traditional university and related 'planned Peak-Period BRT (to be phased
facilities on approximately 400 acres. The campus and its in by 2018)
related uses would attract intellectual resources and spur ~ -
innovation thathelp promote economic development and
job opportunities for local and regional residents and create ~ -
an institution of civic distinction for Chula Vista and the
South County. Theuniversity is envisioned to be. accessible
to students regionally and binationally and is being planned.
to accommodate an enrollment of approximately 15,000 full- _ -
•_ time equivalent students. The university and supporting uses
would be located and designed to achieve a cohesive and
integrated campus environment, with a campus "core'
linked to the. University Village Town Center and the transit
center. The campus. would be designed to enhance
pedestrian activity, respect the natural setting, and relate
. well toother adjoining uses. ~ ~ ~.
- This site also willencompass an 85-acre Regional Technology
Park (RTP). The regional technology park will be a high- ~ - ~ -
quality business park that is oriented to and accommodates
high technology business conducting -research and light ~ -
industrial/manufacturing activitiee~ that provide job
-opportunities for residents of Otay Ranch, Chula. Vista and
the greater south San Diego County region. The RTP may be _
comprisedof noncontiguous areas within the University site
provided that the minimum area is 25 acres. The research -
and manufacturing uses would be able to capitalize on the -
~~presence of.the university, a skilled work force;'and other -
supporting uses and activities located nearby: A future BRT -
route would include a station at the University Village ~ - ,
located adjacent to the University site.
--Appendix E-12 ~ -' --
APPENDIX F:
SAMPLE CLEAN AND EFFICIENT TRANSPORTATION.
POLICIES AND RESOURCES
The sample policy measures were identified based on their ability to reduce petroleum consumption,
reduce roadway congestion, reduce greenhouse gases and auto pollution, or increase lower carbon
alternative fuels. When considering implementation of these measures, it is recommended that local
officials evaluate the economic, social, and environmental implications- in addition to energy savings-
- forthei~ individual situation and community.
The clean transportation resources contain information on SANDAG's 2012 study on Trarisportation
_. Demand Management (TDM) in the land development process; sample TDM policies and goals from
other local jurisdiction; and sample proclamations for Rideshare Week, Walk and Bike to School Day,
and Bike Month.
Sample Policv Measures
Low-Carbon, Alternative Transportation Fuels
1.1 Promote the use of alternatives to petroleum-based transportation fuels such as natural gas and
plug-in electric vehicles by residents and businesses through strategies that facilitate the siting,
permitting, and installation of fueling and electric vehicle charging infrastructure on public and
private property.
1.2 Develop streamlined permitting requirements, 'standardized design guidelines, and siting criteria
for all types of electric charging stations, including single- and multi-family residential,
commercial, public property, and fast-charge stations designed to facilitate longer trips. .
1.3 Implement strategies that prioritize alternative fuel vehicles on the road and for parking, such as
priority parking spaces for electric vehicles.. '
Traffic Congestion Reduction and Efficient Driving Conditions '
1.4 Evaluate measures to reduce vehicle idling at stop signs and traffic signals to facilitate efficient
travel conditions and minimize traffic congestion.
' 1.5 Continue to evaluate and implement traffic calming measures and programs, to, among other '
benefits, reduce vehicle speeds and volumes and increase the safety and feasibility of bicycling
and walking.-;
1.6. Promote transportation alternatives for special events that draw large crowds, such as festivals,
' games,,and'fairs. Alternatives could include special transit, shut4le or ridesharing services, bicycle
' valet or bicycle parking corrals, parking management or shared, parking,.or vehicle restrictions.
' ~ ational information onfuel-efficient, "eco=driving" practices, such as ,: -
P
' ' . 1 ~ reduced idling; lower driving speeds, gentle acceleration, and proper tire inflation.
City of Chula Vista Transportation Energy Roadmap - ~ ~ .. Appendix F-1
29-104
1.8 Implement strategies that prioritize high-occupancy vehicles on the road and for parking; including
carpools, vanpools, and public transit vehicles.
Transportation Demand Management
1.9 Encourage implementation of new or expanded local policies, programs, and incentives that
minimize single occupancy vehicle use during peak travel periods, such parking and trip reduction
ordinances that encourage alternative work schedules, ridesharing options like carpools and
vanpools, telecommuting, transit; and biking or walking to work.
1.10 Encourage employers to institute programs that provide financial incentives for commuters to
reduce their vehicle trips and use alternative transportation modes like walking, bicycling, public
transit, vanpooling, and carpooling as alternatives to subsidized employee parking. Examples
include:
• Parkine Cash Out: commuters automatically given a parking space by their employer are
instead given a choice to either (1) using the parking space or (2) receiving the cash value of
the parking space if they choose to use an alternative travel mode and give up their parking
space.
• Travel Allowances: financial payments are provided to employees in lieu of subsidized parking.
Commuters could use the travel allowance towards the costs of alternative travel modes, and
keep the profits of switching to more cost-effective travel options.
• Transit and Rideshare Benefits: free or discounted fares or rideshare vouchers provided to
employees.
• Reduced Emolovee Parking Subsidies: commuters who drive would pay a portion of all of their
parking costs in lieu of employer payment ofemployee-parking costs.
• ., Coroorate Tax Benefit: Under the Transportation Equity Act, IRS code 132(f), and California
state law, employers are allowed to offer payroll tax savings for transportation assistance up.
to $230 a month per employee for transit passes or vanpool vouchers and $20 a month for
reasonable expenses incurred by the employee for the purchase of a bicycle and bicycle
improvements, as well as repair and storage if the bicycle is regularly used for travel between
the employee's residence and place of employment.
1.11 Support efforts by SANDAG and others by initiating, or encouraging participation in, programs to
promote carpooling, vanpooling, carsharing, teleworking, and similar alternative commuting
strategies.
1.12 Work with major employers in the community to offer incentives and services to increase the use
of alternatives to single-occupancy vehicle commuting (i.e., voluntary commute trip reduction
Programs).:
• City of ChulaVista Transportation Energy Roadmap r ~ ~.., - Appendix F-2 '
29-105 .,
Parking
1.14 Reduce parking requirements and/or initiate parking maximums in smart growth areas.
1.15 Enact policies that separate the cost of parking spaces from residential rental or purchase costs.
1.16 Encourage and use on-street parking fees, paid parking, shared parking, and other parking
management and design measures that promote more walking, bicycling, and transit use.
1.17 Consider including variable rates and other pricing mechanisms for parking in locations where
alternative transportation modes with adequate levels of service are accessible and available.
1.18 Provide preferential parking in selected areas for designated carpools, vanpools, alternative and
other low-carbon fuel vehicles, and other vehicles that contribute to community goals for saving
energy and petroleum reduction. '
1.19 Consider using parking revenues to promote alternative transportation modes.
Active Transportation
1.20 Promote walking and bicycling as safe and convenient modes of transportation.
1.21 Develop a cohesive master plan of bicycle and pedestrian routes that: identifies and closes gaps in
the network, labels major travel routes, prioritizes safety improvements, maximizes the potential
for walking and bicycling trips, and establishes strong connections to major destinations such as
commercial areas, activity centers, schools, public transit stations, and regiohal networks.
1.22 Encdurage.businesses to provide facilities that support bicycles, such as secured bicycle parking>
showers, and lockers for employees who bicycle or walk to work.
1.23 Require new commercial developments to install bicycle parking facilities and other cyclist
amenities at a level commensurate with the size of the development, such as the square footage ,
or number of employees.
. 1.24 Provide bicycle education programs..
1.25 Support funding of infrastructure and capital improvement projects, such as streetscape
enhancements; traffic calming features, transit stop and station amenities, way-finding signage,
and pedestrian/bicycle paths and bridges.
1.26 Support or implement car and bicycle sharing programs.. _,
Resources Available for Clean and Efficient Transportation
Integrating Transportation Demand Management (TDM)'into the Planning and Development
- , Process - A Reference for Cities '
Completed in May 2012; the SANDAG Integrating TDM into the Planning and Development Process:-A
Reference for Cities ("Study') identifies opportunities for local governments to proactively incorporate - ,
TDM strategies into their plannirig and land development process (e.g., general plans, development
available for all jurisdictions on the SANDAG Web site:
http://www.5andag.org/index.asp?projectid=334&fuseaction=projects.detail.
The Study provides a range of specific actions that can be considered at each stage of the planning and
development process and their timing for implementation, including:
1. Long range planning: The application of TDM should begin with the long-range comprehensive land
use and transportation planning process. This includes planning for supportive land use and
roadway networks that are conducive to serving alternative transportation modes.
2. Implementation tools: To implement the plans through the land development process, TDM
strategies can be incorporated into specific plans, land use regulations, and ordinances.
3. Site specific land-development: TDM can be implemented through transit-oriented building design,
the provision of transportation facilities and amenities to encourage alternative modes as well as .
temporary measures, such as traffic maintenance during construction. -. `
Sample TDM Plans, Goals, and Policies
1) The City of Rockville, MD Transportation Demand Management Plan
(http://www.rockvillemd.eov/transportation/pdf/TDM03-21-11.pdf) This five-year strategic plan 4
prioritizes actions for implementing a comprehensive TDM program for the City.
2) The City of San Diego General Plan Mobility Element
(http://wwwsandie~o.gov/pla n n i ne/~enplan/pdf/genera Iola n/adoptedmobilityelemfv.pdf)
TDM goals and policies are provided on pages 34-36.
Sample TDM Programs and Ordinances '
1) Contra Costa County TDM Ordinance
(http://www.co.contracosta.ca.us/DocumentView:aspx?DID=3994)
2) City of Cambridge, MA TDM Program
(htfp://www2.cambrideema.~ov/cdd/et/tdm/index.html) '
3) .City of South San Francisco Municipal Code Chapter 20.400 Transportation Demand Management
(http://www.ocode.us/codes/southsa nfra ncisco/index.php?topic=20)
4) City of Sao Diego Municipal Code Section 156.0313'-Centre City Planned District Ordinance-TDM
section pages 85-86.
(http•//does sandieRO eov/municode/MuniCodeChapterl5/Ch15Art06Division03.pdf)
Attachment 1
~DAG
401 B Street, Suite 800 ,
San Diego, CA 92101
Phone (619) 699-1900 ~ Fax (619) 699-1905
wwwsandag.org ~ .
RESOwr~oN
NO. 20,2-04
RIDESHARE WEEK 2011 PROCLAMATION
WHEREAS, reducing peak period traffic congestion and providing alternatives to driving
alone are key components of the region's quality of life; and
WHEREAS, SANDAG is committed to increasing awareness of transportation choices for
.the region's commuters. and employers; and.
WHEREAS, SANDAG is sponsoring Rideshare Week 2011 from October 3-7, 2011, through
the San Diego Regional Commuting Assistance Program, known as iCommute; and
WHEREAS, Rideshare Week 2011 is a week-long event to promote carpooling,
vanpooing, public transit, teleworking, walking and biking to work;
NOWTHEREFORE
BE IT RESOLVED SANDAG is proclaiming October 3-7, 2011, as Rideshare Week 2011,
encouraging employers to provide employees sustainable transportation choices through a
commuter program, and encouraging commuters to do their part to help reduce traffic congestion
and greenhouse gas emissions in the San Diego region.
PASSED AND ADOPTED this 22nd day of July 201 L
f
ATTEST:' os
CHAIRPERSON `' SE TARY
MEM - GENCIES: Cities of Carlsbad, Chula Vista, Coronado, De! Mar, EI Cajon;Encinitas,Es didd, Impe _al Beach,La esa, Lemon Grove,
.National City, Oceanside, Poway, San Diego, San Marcoz, Santee, Solana Beath, Vista, and County of San Diego.
ADVISORY MEMBERS: California Department bf Transportation; Metropolitan Transit System, North County Transit,District, Impenal Couhty, ` -
- U.S. Department of Defense, San Diego Unified Port District, San Diego County Water Authority, _ ~, .
SouthernYalifornia Tribal Chairmen's Association; and Mexico.
3 .
City of ChulaVista Transportation Energy Roadmap29-1 O8 ~ ~ Appendix F-5 "
Attachment 2
SANDAG
~:_
401 B Street, Suite 800
San Diego, CA 92101 -
Phone. (619) 699-1900. Fax (619) 699-1905
wwwsandag.org
RESOLUT/ON
NO. 20,z-os
WALK AND BIKE TO SCHOOL DAY 2011 PROCLAMATION.
WHEREAS, reducing traffic congestion around school zones improves safety and the
environment by decreasing vehicle emissions, including greenhouse gases; and '
WHEREAS, "a lack of physical activity plays a leading role in rising rates of obesity;
diabetes, and other health problems among children, and walking or bicycling to school offers an
opportunity to build activiTy into daily routine and commute behaviors; and
WHEREAS, SANDAG is committed to promoting and implementing Safe Routes to School
education and encouragement programs; and
WHEREAS, Walk and Bike to School Day 2011 is an event that increases the number of
cfiild~en safely walking and biking to school, while raising awareness of the health and
environmental benefits of walking and biking; and
NOW THEREFORE
BE IT RESOLVED SANDAG is proclaiming October 5, 2011, as Walk and Bike to School Day,
encouraging walkable- communities, safer school zones, and cleaner air through healthy
transportation choices to school ,
'CHAIRPERSON SF~C,RETARY
~ME GENCIES: Cities of Carlsbad, Chula Vista, Coronado, Del Mar, E(Cajon, ncinitas, scondido; ImpenaFBeach, a Mesa, Lemoh Grove,
-~ , National CiTy, Oceanside; Poway, San Diego, San.Marcos, Santee, Solana Beach, Vista, and CounTy of San Diego.",
- .. .. ~ ..
ADVISORY MEMBERS: California Department of Transportation, Metropolitan Transit System, North CounTy Transit Dirtrict, ImperialCounTy,
' ~ U.S. -0epartmenf of Defense, Sam Diego Unified Port District, San Diego CounTy Water Authority, -~.. _
' ~ ~,. , ~~ " ~ i ..: ~f • ~ ~ ,.Southern California Tribal Chairmen's Association, and Mexico ~~.~ .
~. -. CityofChulaVistaTransportation~EnergyRoadma~9-109 ~ :Appendix~F-6~
,. ,
Attachment 1 `
~DAG RESOLl1T/ON
401 64treet, Suite 800 ~ NO. 2011-15
San Diego,.CA 92101
,Phone{619) 699-1900 . Fax (619) 699-1905
wwwsandag. org
NATIONAL BIKE MONTH 2011 PROCLAMATION
' WHEREAS, the month of May is National Bike Month, and May 20, 2011, is National Bike ~,
to Work Day; and
WHEREAS, biking is a proven emissions-free transportation alternative that reduces
traffic congestion, improves mobility, and provides an alternative to driving alone; and
WHEREAS, promotion or other support of biking to work improves the region's economic
prosperity and quality of life; and
WHEREAS, National Bike Month 2011 is a month-long event from May 1 -May 31, 2011,
that promotes bicycle commuting, safety, and driver awareness of bicycle riders; and
WHEREAS, SANDAG is sponsoring National Bike Month and Bike to Work Day, with
support from the U.S. Department of Health and Human Services and the County of San Diego, to _
recognize biking to work and to promote employer and commuter participation this day and
.throughout the year; and ' .
WHEREAS, San-Diego area'employers can improve mobility and reduce greenhouse gas
emissions in the region, and around their Work sites, by offering incentives: to employees to
encourage biking to work and other alternatives to the solo commute; and
WHEREAS, San Diego area commuters can reduce their weekly solo commute trips and
the demands placed on the region's roadways by 20 percent by choosing a commute alternative like
biking to work just once a week; NOW THEREFORE
- BE IT RESOLVED thaf the San Diego Association of Governments hereby proclaims
- May 2011 National Bike Month and encourages employers to offer incentives to employees to use
alternatives to drivirig alone, such as biking to work, for this day and throughout the year.
Commuters are encouraged to explore their transportation options and seek support from their.
employer, doing their part fo reduce congestion in the region. .
PASSED AND ADOPTED this 25th day of March 2011.
--- ..: ; ATTEST: .
. {HAIRPERSON . , . SE ARY.
: ,. ,.
MEMBE ENCIES: Cities of Carlsbad, Chula Vista, Coronado, Del Mar, EI Cajon, ncinitas, ES ndido, Imperial Beach, La sa, Lemon Grove,
National City, Oceanside, Poway, San Diego, San Marcos, Santee, Solana Beach,~Vista, and County of San.Diego -
~~ • ADVISORY MEMBERS: California-0epartmenfofi Trarispbrtatioh,.Metnopolitan Transit System, North County Transit District, ImperiahCounty,
~U.S. Department of Defense, San Diego Unified Port District, San Diego County Water Authority, ~ -
= ,~, .'~, ` ;`~~' `~ r' ,~ Southern California Tribal Chaipirmen's Association, and Mexico. ~~.
'City of Chula Vista Transportation Energy Roadmap2y-~.~ ~ ~ Appendix F-7
RESOLUTION NO. 2012-
RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF CHULA VISTA ACCEPTING THE PROGRESS
REPORT ON CLIMATE ACTION PLAN
IMPLEMENTATION
WHEREAS, Chula Vista has been anationally-recognized leader in implementing a
Climate Action Plan to address the threat of climate change to the local community; and
WHEREAS, the Climate Action Plan includes 18 measures that address climate change
concerns, while providing numerous community co-benefits such as utility savings, better air
quality, reduced traffic congestion, local economic development, and improved quality of life;
and
WHEREAS, the October 2012 implementation report for the Climate Action Plan
outlines the progress for the current 18 measures and identifies only three components (out of
57) that remain on-hold due to funding shortages; and
WHEREAS, City staff continues to pursue external funding sources and to develop new
initiatives to support implementation of the Climate Action Plan; and
WHEREAS, these new initiatives include launching a commercial Property-Assessed Clean
Energy (PACE) financing program,'facilitating roofrop solar photovoltaic installations at homes and'
businesses, completing a Clean Transportation Energy Roadmap, and increasing statewide and
national awareness of the City's climate action leadership through the San Diego Regional Climate
Collaborative.
NOW, THEREFORE, the City Council of the City of Chula Vista does hereby resolve
that it accepts the implementation progress report for the Climate Action PZan in the form
presented to the City Council, a copy of which is on file in the Office of the City Clerk.
Presented by
Richard A. Hopkins
Director of Public Works
29-112
Approved as to form by