Nov 05, 2025 Planning Commission Meeting

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GOOD EVENING AND WELCOME TO THE NOVEMBER 5TH, 2025 MEETING OF THE CITY OF CARLSBAD PLANNING COMMISSION.

[CALL TO ORDER]

AND TO THE REPUBLIC FOR WHICH IT STANDS. ONE NATION UNDER GOD, INDIVISIBLE, WITH LIBERTY AND JUSTICE FOR ALL.

THE NEXT ITEM IS THE APPROVAL OF THE MINUTES OF THE OCTOBER 15TH, 2025 MEETING.

[APPROVAL OF MINUTES]

MAY I HAVE A MOTION? COMMISSIONER BURROWS MAKES THE MOTION.

MAY I HAVE A SECOND? COMMISSIONER MERZ MAKES A SECOND.

PLEASE VOTE. MOTION CARRIES UNANIMOUSLY 7-0. THE FOLLOWING PLANNING COMMISSION MEETING PROCEDURES ARE IN EFFECT THIS EVENING.

WILL REQUIRE A REQUEST TO SPEAK FORM FOR ALL ITEMS ON THE AGENDA, INCLUDING PUBLIC HEARINGS.

REQUEST FORMS MUST BE TURNED INTO THE MINUTES CLERK PRIOR TO THE ITEM COMMENCING.

ALL SPEAKERS WILL BE GIVEN THREE MINUTES UNLESS THE TIME IS REDUCED BY THE CHAIRPERSON.

SPEAKERS MAY NOT GIVE THEIR TIME TO ANY OTHER GROUP.

TIMES WILL BE PERMITTED FOR ITEMS LISTED ON THE AGENDA.

THE REPRESENTATIVE MUST IDENTIFY THE GROUP, AND AT LEAST THREE MEMBERS OF THE GROUP MUST BE PRESENT DURING THE MEETING FOR THE PRESENTATION TO BE MADE.

THOSE SPEAKING ON BEHALF OF THE GROUP HAVE TEN MINUTES TO SPEAK, UNLESS THE TIME IS CHANGED BY THE CHAIRPERSON.

THE MINUTES CLERK WILL CALL THE NAMES OF ALL WISHING TO SPEAK IN ORDER OF THE REQUEST RECEIVED.

THE BROWN ACT ALLOWS ANY MEMBER OF THE PUBLIC TO COMMENT ON ITEMS NOT ON THE AGENDA.

MEMBERS OF THE PUBLIC MAY PARTICIPATE IN THE MEETING BY PROVIDING COMMENTS AS PROVIDED ON THE FRONT PAGE OF THE AGENDA.

PLANNING COMMISSION WILL RECEIVE COMMENTS AS REQUESTED, UP TO A TOTAL OF 15 MINUTES AT THE BEGINNING OF THE MEETING.

ALL OTHER NON-AGENDA ITEMS PUBLIC COMMENTS WILL BE HEARD AT THE END OF THE MEETING IN CONFORMANCE WITH THE BROWN ACT.

NO ACTION CAN OCCUR ON THESE ITEMS. MINUTES CLERK, DO WE HAVE ANY SPEAKER SLIPS? NO, CHAIR, WE DO NOT. THANK YOU. THERE ARE NO PUBLIC HEARING ITEMS ON THE AGENDA THIS EVENING, SO THEREFORE WE'LL MOVE ON TO DEPARTMENTAL REPORTS.

[1. RECEIVE A REPORT AND PRESENTATION OF AN OVERVIEW VEHICLE MILES TRAVELED (VMT)]

GOOD EVENING. CHAIR, VICE CHAIR AND COMMISSION MEMBERS.

I'M JASON GELDART, ENGINEERING MANAGER FOR THE CITY OF CARLSBAD.

AND WITH ME PRESENTING TODAY IS KATY COLE. SHE IS WITH FEHR AND PEERS.

FEHR AND PEERS IS, AND SPECIFICALLY KATIE, OUR VMT CONSULTANT.

WE'LL BE PRESENTING AN OVERVIEW OF VMT. WE'LL COVER, I'LL COVER AN OVERVIEW AND THEN KATIE WILL TALK ABOUT THRESHOLDS AND SCREENING CRITERIA MEASURING VMT, MITIGATING VMT. AND THEN WE'LL PRESENT A SAMPLE PROJECT TO SEE HOW A TYPICAL PROJECT IS EVALUATED FOR VMT. SO WHAT IS VMT? VMT STANDS FOR VEHICLE MILES TRAVELED.

SO I'LL GET THAT OUT. VMT IS THE, IS WHAT WE COMMONLY REFER TO.

AND, AND IT'S JUST THE AMOUNT OF DRIVING THAT'S GENERATED BY A PROJECT, SO YOU CAN THINK OF IT AS IF A PROJECT COMES IN, HOW MUCH DRIVING WILL THAT PROJECT GENERATE? SO THIS IS DIFFERENT THAN HOW TRAFFIC IMPACTS WERE EVALUATED PRIOR TO JUNE 2020. AND SO I'D LIKE TO GO BACK AND SHOW YOU DO A LITTLE COMPARISON OF THAT OF HOW WE USED TO EVALUATE IT, AND THEN WE'LL COME BACK TO VMT. SO THE OLD WAY OF MEASURING TRANSPORTATION IMPACTS WAS EVALUATING THE LEVEL OF SERVICE FOR THE ROADWAYS THAT A PROJECT WOULD AFFECT. SO THE METRIC FOR LEVEL OF SERVICE IS VEHICLE DELAY OR

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THE GOAL. SO, THE GOAL OF THIS, THIS IS A MEASURE OF A TRANSPORTATION IMPACT.

SO, THIS IS JUST FOR TRANSPORTATION IMPACTS. SO, THE GOAL WAS TO REDUCE CONGESTION.

THIS, FOR THIS TYPE OF IMPACT. AND THE MITIGATION WAS TO CREATE BIGGER ROADS AND LOWER DENSITY.

SO, IF YOU HAD A LOWER DENSITY AND YOU HAD BIGGER ROADS, YOU COULD GET YOUR PROJECT THROUGH WITHOUT CREATING AN IMPACT OF VEHICLE DELAY.

HOWEVER, THE OUTCOMES OF VEHICLE OF LOS REALLY DIDN'T LOOK AT ENVIRONMENTAL IMPACTS.

THAT WAS THE DRAWBACK OF THIS. WHAT IT DID DO IS IT, THE RESULTS WERE URBAN SPRAWL REDUCED INFILL DEVELOPMENT AND WHAT WE CALL INDUCED DEMAND. SO SPRAWL WAS CAUSED BY DEVELOPERS LOOKING FOR GREENFIELD SPACES SO THEY COULD BUILD THEIR LOWER DENSITY, AND THEY WOULD END UP BUILDING LOWER DENSITY PROJECTS FURTHER OUT FROM CITY CENTERS, FURTHER OUT FROM SERVICES, AND CREATING A CAR CENTRIC PROJECT WHERE YOU WERE STUCK WITH DRIVING.

YOU HAD TO DRIVE LONG DISTANCES, EITHER TO WORK CENTERS OR TO SHOPPING CENTERS, SCHOOLS, THINGS LIKE THAT.

ALSO WITH THE INTRODUCTION OF THE WITH THE BIGGER ROADS AND EXPANDING ROADWAYS, THAT CREATED A PHENOMENON CALLED INDUCED DEMAND.

SO THE MORE YOU CREATE THE ROADS, THE BIGGER THE ROADS, THE MORE ROOM THERE ARE, THE MORE CARS THAT FILL THAT IN.

AND YOU CAN SEE THAT THERE WAS AN EXAMPLE OF THAT, THE KATY FREEWAY IN HOUSTON, TEXAS, WHERE THEY REALLY EXPANDED THAT FREEWAY.

AND THEY HAD A CERTAIN AMOUNT OF DELAY. THEY EXPANDED IT.

THREE YEARS LATER, THEY FOUND THAT THE DELAY HAS INCREASED.

AND THIS IS AFTER SPENDING A LOT OF MONEY ON ON BUILDING THE ROADWAY.

SO IT WAS KIND OF IT'S CYCLICAL. AS YOU BUILD BIGGER ROADS, MORE DEVELOPMENT GETS PEOPLE CAN LIVE FURTHER OUT.

MORE CARS ARE ON THE ROADS AND IT JUST KEEPS THE MAN KEEPS GROWING.

SO LOS WAS DETERMINED NOT TO BE A REAL MEASURE OF THE ENVIRONMENTAL IMPACTS BECAUSE YOU'RE PUTTING MORE VEHICLES, MORE DRIVING MORE EMISSIONS, MORE, MORE SPRAWL DEVELOPMENT.

SO THERE WAS A SEARCH FOR WHAT, HOW COULD WE MEASURE, HOW CAN TRANSPORTATION IMPACTS BE MEASURED? AND, OR BE EVALUATED ACTUALLY TO REALLY FIT WITH ENVIRONMENTAL IMPACTS.

SO LOOKING AT THE AMOUNT OF DRIVING. SO VMT WE COULD LOOK AT THE AMOUNT OF DRIVING.

HOW COULD WE. AND WHAT WOULD THAT DO. SO THE AMOUNT OF DRIVING IF WE LOOK AT A PROJECT THE AMOUNT OF DRIVING THE GOAL THEN IS TO REDUCE THE EMISSIONS.

AND ON A SIDE NOTE, IT PROMOTES A SUSTAINABLE LAND USE.

SO WE'RE LOOKING AT REDUCING EMISSIONS BY REDUCING THE AMOUNT OF DRIVING.

SO, THE MITIGATION INSTEAD OF BUILDING MORE ROADS OR BIGGER, OR MOVING PEOPLE OUT, WE'RE LOOKING AT PROJECTS THAT COULD PROMOTE TRANSIT OR BIKE AND PEDESTRIAN IMPROVEMENTS, INFILL DEVELOPMENT, LOCATING THOSE PROJECTS WHERE THERE ARE SERVICES CLOSE BY, THERE ARE EMPLOYMENT CENTERS CLOSE BY. AND THERE'S, SO YOU DON'T HAVE TO DRIVE AS FAR.

SO, THE OUTCOMES OF VMT, WE SEE THAT THERE IS INCREASED INFILL DEVELOPMENT, AND YOU SEE THAT OCCURRING.

LESS SPRAWL, AS WE'VE SEEN IN THE COUNTY HERE IN SAN DIEGO COUNTY WITH VMT, THERE'S BEEN A LITTLE BIT LESS SPRAWL BECAUSE OF THE IMPACTS OF VMT. AND THEN WITH VMT WE SEE FOCUS ON TRAVEL OPTIONS.

SO IT'S NOT AS IT'S NOT CAR CENTRIC OR AS CAR AS CAR CENTRIC.

SO, I'M GOING TO TURN IT OVER TO KATY AND SHE'LL TALK ABOUT CARLSBAD AND OUR REGULATIONS AND ALL ABOUT, A LITTLE MORE DETAIL ON VMT AND HOW IT'S ANALYZED.

KATY, WOULD YOU GIVE YOUR FULL NAME, PLEASE? ABSOLUTELY. GOOD EVENING, CHAIR, VICE CHAIR AND COMMISSIONERS.

MY NAME IS KATY COLE. I'M A PRINCIPAL AT FEHR AND PEERS.

I'VE BEEN WITH FEHR AND PEERS FOR OVER 22 YEARS AND HAVE BEEN ANALYZING VMT FOR MOST OF THAT TIME.

AND ESPECIALLY NOW THAT IT'S A METRIC ASSOCIATED WITH CEQA.

JUST TO KIND OF BUILD OFF OF WHAT JASON WAS TALKING ABOUT, JUST AS A KIND OF A REMINDER, VMT IS A MEASURE OF TRANSPORTATION IMPACT IN CEQA, AND CEQA IS AN ENVIRONMENTAL DISCLOSURE DOCUMENT.

[00:10:02]

IT DOESN'T MEAN THAT THAT METRIC HAS GONE AWAY.

IT JUST MEANS THAT WE'RE NOT USING IT TO MEASURE ENVIRONMENTAL IMPACTS ASSOCIATED WITH TRANSPORTATION FOR CEQA PURPOSES.

SO THE CITY STILL DOES ANALYZE AND FIGURE OUT HOW TO ACCOMMODATE USERS ON THE ROADWAY NETWORK.

IT INCLUDES LEVEL OF SERVICE TYPE METRICS. SO IT'S NOT THAT THAT METRIC HAS COMPLETELY GONE AWAY.

IT'S JUST A DIFFERENT, WE'RE LOOKING AT A DIFFERENT METRIC FOR ENVIRONMENTAL PURPOSES.

AND CARLSBAD HAS A A REGULATION ASSOCIATED WITH THIS.

SO, IN JUNE OF 2020 THIS RESOLUTION WAS APPROVED WHERE THE CITY ADOPTED VMT THRESHOLDS.

ALL A THRESHOLD IS A STANDARD AT WHICH, IF YOU'RE BELOW THE THRESHOLD, YOU WOULD BE CONSIDERED TO HAVE A SIGNIFICANT IMPACT.

AND THEN ALSO SCREENING CRITERIA. AND I'M GOING TO TALK A LITTLE BIT ABOUT WHAT THOSE ARE.

BUT A SCREENING CRITERIA IN GENERAL IS CHARACTERISTICS OF A PROJECT THAT WOULD ALLOW YOU TO SAY, HEY, IT'S LESS THAN SIGNIFICANT. WE DON'T NEED TO STUDY IT FURTHER.

AND SO IN YOUR IN YOUR RESOLUTION, YOU ADOPTED BOTH THE SIGNIFICANCE THRESHOLDS AND THE SCREENING CRITERIA.

AND THEN IN COMBINATION WITH THAT ADOPTION OF VMT ANALYSIS GUIDELINES WERE PRODUCED THAT PROVIDE INFORMATION ABOUT HOW THE METHODOLOGY, THE STANDARDS, HOW YOU ANALYZE VMT IN THE CITY FOR ENVIRONMENTAL PURPOSES.

JASON TOUCHED A LITTLE BIT ON WHAT IS VMT. I LIKE TO THINK OF VMT AS MY ODOMETER.

LIKE IF I'M TRYING TO FIGURE OUT MY PERSONAL VMT, THE VMT THAT I PRODUCE, IF I'M DRIVING BY MYSELF.

ALL OF THOSE MILES THAT I SEE ON MY ODOMETER, THAT'S MY VMT.

WHEN WE'RE ANALYZING IT FOR CEQA PURPOSES, WE HAVE TO LOOK AT VERY SPECIFIC METRICS.

AND SO FOR BOTH RESIDENTIAL PROJECTS AND FOR EMPLOYMENT OR OFFICE PROJECTS, WE LOOK AT IT IN AN EFFICIENCY WAY.

SO THE STATE RECOGNIZED THAT WE'RE GOING TO HAVE POPULATION GROWTH LIKELY HAPPENING.

WE'RE GOING TO CONTINUE TO BUILD HOUSING. ANY TIME YOU ADD MORE LAND USE AND MORE PEOPLE, THE TOTAL AMOUNT OF VMT IS GOING TO GO UP.

BUT WHAT THEY SAID WAS, HEY, WE OUGHT TO BE DOING IT IN A WAY THAT FROM AN EFFICIENCY PERSPECTIVE, WE'RE BUILDING THINGS AND PUTTING PEOPLE IN THE RIGHT PLACE.

AND SO WE WANT TO LOOK AT VMT PER PERSON. SO INSTEAD OF ME LIVING OUT ON THE OUTSKIRTS OF TOWN, MAYBE MY VMT EVERY DAY IS 100 MILES. IF I CAN LIVE CLOSER IN MY VMT MIGHT ONLY BE 30 MILES.

AND THAT'S A BENEFIT, RIGHT? SO IF WE DO THAT ON A LARGE SCALE, THAT'S HELPFUL.

SO, FOR BOTH RESIDENTIAL PROJECTS AND OFFICE PROJECTS, WE ARE LOOKING AT VMT, FROM THAT EFFICIENCY PERSPECTIVE, PUTTING PEOPLE IN PLACES THAT MAKE THE MOST SENSE, WHERE THEY DON'T HAVE TO DRIVE AS MUCH AS IF YOU WERE TO PUT THEM SOMEWHERE ELSE.

THERE ARE OTHER TYPES OF LAND USE THAT YOU ALL GET TO CONSIDER.

YOU MIGHT CONSIDER REGIONAL RETAIL. YOU MIGHT CONSIDER A BIG RECREATION.

USE THOSE TYPES OF USES. LOOK, DO LOOK AT VMT ON AN AGGREGATE OR TOTAL VMT BASIS.

I'M NOT GOING TO TALK AS MUCH ABOUT THAT BECAUSE IT'S A LITTLE LESS COMMON.

BUT THERE ARE THERE ARE GUIDANCE AND METHODOLOGY IN THE GUIDELINES ON HOW TO DO THAT AS WELL.

THESE ARE YOUR THRESHOLDS. SO THIS IS WHAT WAS ADOPTED BACK IN 2020.

SO LET'S FOCUS FOR RESIDENTIAL PROJECTS AND OFFICE PROJECTS.

SO A RESIDENTIAL PROJECT WOULD HAVE A VMT IMPACT.

IF THAT PROJECT'S VMT PER PERSON, YOU MIGHT EITHER SEE IT AS VMT PER RESIDENT OR VMT PER CAPITA.

THAT MEANS THE EXACT SAME THING. IT'S JUST VMT PER PERSON.

IF THE VMT PER PERSON IS MORE THAN 15% BELOW THE CITYWIDE VMT AVERAGE, SO YOU NEED TO BE DOING BETTER THAN AVERAGE TO AND 15% BETTER THAN AVERAGE TO NOT HAVE AN IMPACT.

FOR EMPLOYMENT PROJECTS, YOUR THRESHOLD IS 15% BELOW THE REGIONAL AVERAGE FOR VMT PER EMPLOYEE.

SO YOU NEED TO BE DOING 15% BETTER THAN THE REGION TO NOT HAVE AN IMPACT.

THE REASON THAT THOSE ARE DIFFERENT ONE IS ON THE CITY WIDE AND ONE IS ON THE REGION IS THAT EMPLOYMENT, WE SEE THAT AS A REGIONAL USE. PEOPLE FREQUENTLY LIVE IN, YOU KNOW, IN DIFFERENT PLACES THAN WHERE THEY WORK.

AND SO THE STATE ACTUALLY RECOMMENDED THAT EMPLOYMENT AND OFFICE BE ANALYZED ON A REGIONAL BASIS, NOT A CITY WIDE BASIS, BUT FOR A RESIDENTIAL PROJECT WHERE YOU PUT YOUR RESIDENTIAL PROJECT, YOU WOULD WANT TO PUT IT IN A PLACE WHERE YOU HAVE ACCESS TO SCHOOLS AND PARKS AND SHOPPING AND ALL OF THOSE DAILY NEEDS THAT WE HAVE.

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SO WHICH IS WHY THE STATE SUGGESTED USING A CITYWIDE AVERAGE.

AND THEN YOU CAN SEE THERE SOME OF THE OTHER TYPES OF USES ARE SHOWN HERE.

SO THESE ARE THE THRESHOLDS THAT WERE ADOPTED FOR THE OTHER TYPES OF USES. I MENTIONED REGIONAL RETAIL AND RECREATIONAL PROJECTS.

SO THOSE, THAT'S A NET VMT. SO ANY INCREASE IN AREA WIDE VMT WOULD BE CONSIDERED AN IMPACT.

FOR INDUSTRIAL USES THAT THRESHOLD IS JUST AT AVERAGE, SO INSTEAD OF NEEDING TO BE 15% BELOW.

AND THE REASON FOR THAT IS THAT YOU TYPICALLY DON'T WANT TO PUT YOUR INDUSTRIAL TYPE USES OR BIG WAREHOUSING TYPE USES IN YOUR MOST EFFICIENT AREAS.

IT DOESN'T MAKE A LOT OF SENSE. IT'S NOT THE HIGHEST AND BEST USE OF THE SPACE. SO THIS RECOGNIZES THAT POINT.

AND THEN JASON TALKED ABOUT INDUCED DEMAND. SO IF YOU HAVE A TRANSPORTATION PROJECT WHERE YOU'RE WIDENING THE ROAD THAT INCREASES VMT.

SO NOW WE NEED TO ANALYZE THAT FOR CEQA PURPOSES.

AND SO THAT'S WHAT THIS TRANSPORTATION PROJECT LINE IS.

AND SO A SIGNIFICANT IMPACT IS ANY INCREASE IN TOTAL VMT FOR A TRANSPORTATION PROJECT.

SCREENING CRITERIA ARE THOSE CRITERIA WHERE WE SAY, HEY, BASED ON EITHER THE PROJECT LOCATION OR PROJECT CHARACTERISTICS, WE EXPECT THAT IT WOULD HAVE A LESS THAN SIGNIFICANT IMPACT.

WE'VE KIND OF PRE-DONE THE ANALYSIS, AND SO WE KNOW IF IT HAS THOSE CHARACTERISTICS, IT WILL BE LESS THAN SIGNIFICANT.

AND THESE ARE WHAT THEY ARE. SO ONE OF THE ONES THAT YOU HAD PREVIOUSLY WAS SPECIFYING A SMALL PROJECT IS 110 ADT.

THERE WAS A LAWSUIT THAT WENT THROUGH THE PROCESS FAIRLY RECENTLY.

IT WAS ACTUALLY A COUNTY OF SAN DIEGO LAWSUIT, WHICH RENDERS THE SPECIFIC NUMBER OF 110 NOT THE RIGHT NUMBER.

THERE WAS NO OFFERING OF WHAT THAT NUMBER SHOULD BE.

SO RIGHT NOW AN APPLICANT WOULD NEED TO PROVIDE EVIDENCE TO SUPPORT A SMALL PROJECT SCREENING.

I SUSPECT YOU'RE GOING TO SEE A LOT LESS OF THOSE, BECAUSE IT'S VERY HARD TO IDENTIFY WHAT A SMALL PROJECT SHOULD BE.

THERE'S ALSO A SCREENING CRITERIA FOR PROJECTS THAT ARE NEAR TRANSIT.

SO IF YOU CAN PROVE THAT YOU'RE NEAR TRANSIT AND THAT PLACE IS AN EFFICIENT VMT PLACE TO BUILD, YOU WOULD HAVE A LESS THAN SIGNIFICANT IMPACT.

LOCALLY SERVING RETAIL USES, SO IF YOU'RE A, YOU KNOW, A SMALL SHOPPING CENTER LIKE DAILY SERVICES WHERE PEOPLE ARE GOING TO ON A NORMAL BASIS, THOSE ARE CONSIDERED LESS THAN SIGNIFICANT BECAUSE TYPICALLY WE GO TO OUR MOST CONVENIENT PLACE TO GET OUR KIND OF DAY-TO-DAY NEEDS MET.

AFFORDABLE HOUSING, SO IF A PROJECT IS 100% AFFORDABLE, AFFORDABLE UNITS, THERE'S RESEARCH TO SHOW THAT THEY GENERATE LESS TRIPS, SO LESS TRIPS EQUALS LESS VMT. SO THOSE ARE SCREENED REDEVELOPMENT PROJECT.

SO IF A PROJECT IS REPLACING AN EXISTING USE, THE WAY THAT YOU EVALUATE THAT FROM A SCREENING PERSPECTIVE IS YOU LOOK AT THE TOTAL VMT THAT WAS PRODUCED BY THE SITE THAT'S EXISTING AND WHAT IT'S GETTING REPLACED WITH.

IF THERE'S A NET DIFFERENCE, A NET DECREASE IN VMT, IT WOULD BE CONSIDERED LESS THAN SIGNIFICANT.

LOCALLY SERVING PUBLIC FACILITIES. SO THINGS LIKE LIBRARIES, PARKS, THOSE ARE TYPICALLY LESS THAN SIGNIFICANT.

AND THEN A TRANSPORTATION PROJECT THAT DOESN'T SIGNIFICANTLY INCREASE LANE CAPACITY.

SO IF YOU'RE ADDING SIDEWALKS OR BIKE LANES, THOSE TYPES OF PROJECTS, SMALL INTERSECTION IMPROVEMENTS, THOSE ARE ALSO LESS THAN SIGNIFICANT. YOU MAY WONDER, HOW DO WE MEASURE VMT? THIS IS VERY BEHAVIOR BASED. IT'S HOW MUCH WE DRIVE AND HOW OFTEN WE DRIVE AND HOW FAR WE HAVE TO DRIVE.

AND SO THERE ARE A VARIETY OF TOOLS THAT ARE AVAILABLE FOR ENGINEERS TO USE TO ANALYZE VMT.

THE MOST COMMON TOOL THAT WE USE IN CARLSBAD IS THE CITY-WIDE VMT MAPS, WHICH ARE DERIVED FROM THE SANDAG REGIONAL TRAVEL DEMAND MODEL.

THAT MODEL IS A, IT'S A BIG REGIONAL, COMPREHENSIVE LOOK AT LAND USE FOR OUR WHOLE REGION.

IT HAS ALL OF OUR ROADWAY NETWORK IN IT, AND IT ATTEMPTS TO PREDICT HOW PEOPLE ARE GOING TO TRAVEL AND BEHAVE.

SO IT'S, IT IS VALIDATED AND CALIBRATED TO ITS BASE YEAR.

SO THEY GO OUT AND DO TRAFFIC COUNTS AND TRY TO MAKE THE MODEL MATCH IT, BUT IT'S ALWAYS GOING TO BE AN APPROXIMATION.

SO THAT'S ONE TOOL THAT'S USED. AND SANDAG UPDATES THEIR MODEL EVERY FOUR YEARS OR SO WHEN THEY DO A NEW REGIONAL PLAN.

SO WE'RE JUST ABOUT TO GET A NEW MODEL. THEY'RE GOING TO ADOPT THE REGIONAL PLAN IN DECEMBER.

SO WE'LL SEE WHAT THE NEW INFORMATION SHOWS. TAKES THEM USUALLY A COUPLE OF MONTHS TO THEN ACTUALLY PRODUCE THE VMT BASED DATA AFTER THEY ADOPT A NEW MODEL.

BUT THERE ARE A VARIETY OF OTHER TOOLS THAT ARE ACCEPTABLE FOR ANALYZING VMT.

SO PEOPLE MIGHT BE USING ACTUAL TRAVEL SURVEY DATA WHERE THEY'RE LOOKING AT HOW MUCH TRIPS AN INDIVIDUAL PROJECT IS GENERATING, AND THEY MIGHT HAVE SOME INFORMATION ABOUT HOW FAR THE TRIPS ARE.

THIS CAN HAPPEN IF YOU'VE GOT AN EMPLOYMENT USE WHERE THE EMPLOYER KNOWS WHERE THEIR EMPLOYEES LIVE.

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THERE ARE SOME SPREADSHEET BASED TOOLS OR AN AIR QUALITY BASED TOOLS.

YOU MIGHT HAVE HEARD OF A TOOL CALLED CALEEMOD THAT'S A LARGER AIR QUALITY BASED TOOL, BUT IT HAS A MODULE IN IT FOR ANALYZING VMT, AND IT'S GOT SOME STANDARD INPUTS IN IT TO HELP YOU FIGURE OUT WHAT VMT MIGHT BE.

AND THEN A PRETTY COMMON TOOL THAT WE USE IS BIG DATA.

ALL THAT MEANS IS THAT IT'S DATA THAT IS BASED ON CONNECTED VEHICLES.

SO IF YOU'VE GOT A TESLA OR ANY VEHICLE ACTUALLY AFTER 2014 THAT HAS GPS ENABLED SERVICES, ALL THAT DATA IS ANONYMIZED AND SOLD TO TRANSPORTATION COMPANIES TO, FOR US TO UNDERSTAND HOW PEOPLE TRAVEL.

SO IT'S A PRETTY POWERFUL TOOL. AND SO WE USE THAT PRETTY OFTEN.

BUT THERE ARE OTHERS AS WELL. THE STATE DOESN'T MANDATE ANY SPECIFIC TOOL.

THERE ARE. THEY ALSO SAY THAT IF YOU CAN LOGICALLY PREDICT WHAT VMT IS GOING TO BE THROUGH A QUALITATIVE APPROACH, THAT'S ACCEPTABLE AS WELL. SO ONE OF JASON AND MY JOBS IS TO REALLY REVIEW THE STUDIES THAT COME INTO CARLSBAD AND DETERMINE THEIR TECHNICAL ADEQUACY AND MAKE SURE THAT WHAT THEY'RE USING IS APPROPRIATE. AND SO WE DO THAT ON ALL OF THE PROJECTS THAT COME IN.

AND WE MOST COMMONLY SEE PEOPLE USING VMT MAPS.

AND THAT'S THE EXAMPLE THAT I'M GOING TO SHOW YOU TODAY. SO WHAT HAPPENS IF YOU HAVE AN IMPACT.

WE HAVE TOO MUCH VMT. WHAT DO WE DO. VMT IS REALLY JUST YOUR TRIPS THAT YOU MAKE AND HOW LONG THEY ARE.

AND SO TO REDUCE VMT, YOU HAVE TO REDUCE ONE OF THOSE TWO THINGS.

AND SO REDUCING TRIPS COULD LOOK LIKE PROVIDING PEOPLE MORE TRAVEL OPTIONS.

IT COULD BE SUBSIDIZING TRANSIT. IT COULD BE ADDING MORE BIKE AND PEDESTRIAN FACILITIES.

I MENTIONED AFFORDABLE HOUSING. THEY, THERE'S RESEARCH TO SHOW THAT AFFORDABLE HOUSING JUST GENERATES LESS TRAFFIC THAN MARKET RATE HOUSING.

AND THEN ON THE TRIP LENGTH SIDE, THE BEST WAY TO AFFECT SOMEBODY'S TRIP LENGTH IS TO PUT THEM CLOSE TO THE THINGS THAT THEY NEED TO GO TO, RIGHT? AND SO THAT'S WHY THAT PART THAT PART ABOUT LOCATION MATTERS.

SO THAT'S HOW YOU MITIGATE IT. AND SO I THINK WE'RE READY TO TALK ABOUT A SAMPLE PROJECT.

THIS IS A VERY HYPOTHETICAL PRETEND PROJECT. I PICKED A ROTARY PARK IN THE VILLAGE.

NOT A REAL PROJECT. BUT JUST FOR ILLUSTRATIVE, ILLUSTRATIVE PURPOSES, WE'RE GOING TO SAY THAT IT'S A PROJECT THAT HAS RESIDENTIAL AND OFFICE LAND USE ON IT, AND WE NEED TO FIGURE OUT WHETHER OR NOT IT HAS A VMT IMPACT.

AND BECAUSE IT HAS TWO USES, IT MEANS THAT WE ACTUALLY HAVE TO LOOK AT EACH OF THOSE USES SEPARATELY.

SO WE HAVE TO LOOK AT THE RESIDENTIAL USE AND VMT PER CAPITA.

AND WE HAVE TO LOOK AT THE OFFICE USE AND VMT PER EMPLOYEE.

THIS IS, THIS ACTUALLY COMES OUT OF THE GUIDELINES.

THE CITY'S GUIDELINES. AND THIS IS A CHECKLIST THAT APPLICANTS CAN USE AND THAT WE USE TO MAKE SURE THAT THEY'VE DONE ALL THE STEPS THAT NEED TO BE TAKEN.

BUT THIS THIS IS A VERY SIMPLE WAY TO WALK THROUGH THE GENERAL PROCESS.

SO THE FIRST THING THAT WE DO IS WE NEED TO DOCUMENT SCREENING.

SO WHETHER OR NOT THE PROJECT IS GOING TO MEET ANY SCREENING CRITERIA, WE NEED TO LOOK AT HOW THE ANALYSIS WAS PERFORMED.

IN THIS CASE WE'RE USING THE VMT MAPS. WE NEED TO SEE WHAT THE IMPACT CONCLUSION IS.

SO THE REPORT NEEDS TO TELL US IF IT WAS A SIGNIFICANT IMPACT OR A LESS THAN SIGNIFICANT IMPACT.

AND IF IT'S SIGNIFICANT, MITIGATION MEASURES NEED TO BE IDENTIFIED, AND THERE NEEDS TO BE ANALYSIS TO TELL US HOW MUCH REDUCTION IS GOING TO BE ATTRIBUTED TO THOSE MITIGATION MEASURES AND WHETHER OR NOT IT FULLY MITIGATES THE IMPACT.

SO FOR THIS HYPOTHETICAL PROJECT, THIS IS WHAT THE CARLSBAD MAPS LOOK LIKE.

THEY ARE A SERIES OF COLORS. THE COLORS ARE SHOWING YOU.

ANYTHING IN GREEN IS 85% OR BELOW OF THE AVERAGE.

ANYTHING IN LIGHT BLUE IS BETWEEN 85% AND AVERAGE.

AND ANYTHING IN DARK BLUE IS OVER AVERAGE. SO FOR THIS PARTICULAR PROJECT AND THIS PARTICULAR LOCATION, IT'S ACTUALLY IN, FOR THE RESIDENT COMPONENT, THE RESIDENTIAL COMPONENT, THIS PARTICULAR LOCATION IS EFFICIENT.

IT'S BETTER THAN AVERAGE. IT'S I THINK IT'S 82% OF AVERAGE.

SO IT MEETS THE THRESHOLD. IT DOESN'T HAVE A SIGNIFICANT IMPACT.

SO THE RESIDENTIAL PART NO IMPACT. THE VMT PER EMPLOYEE PART ON THE OTHER HAND, DOES ACTUALLY HAVE AN IMPACT.

SO IN THIS PARTICULAR EXAMPLE YOU PULL UP THE MAP THAT SHOWS YOU THE INFORMATION BY EMPLOYEE IN THIS IN THIS LOCATION, THE VMT PER EMPLOYEE IS 92% OF THE REGIONAL AVERAGE.

THAT'S CONSIDERED AN IMPACT. THE THRESHOLD IS 85% OR BELOW.

SO WE HAVE A SMALL GAP THAT WE NEED TO FILL TO MITIGATE THIS PROJECT.

AND SO OUR CONCLUSION IS THAT THE RESIDENTIAL COMPONENT HAD A LESS THAN SIGNIFICANT IMPACT.

[00:25:04]

THE OFFICE COMPONENT HAD A SIGNIFICANT IMPACT 92% OF REGIONAL AVERAGE.

WE NEED TO DO MITIGATION. THE WAYS THAT WE WOULD MITIGATE AN OFFICE PROJECT IS TRYING TO GET EMPLOYEES TO DRIVE LESS.

BECAUSE THIS IS IN THE VILLAGE, TRANSIT SUBSIDIES ARE A POSSIBILITY THERE IS ACCESS TO TRANSIT HERE, SO THAT WOULD BE A POSSIBILITY. THE EMPLOYER COULD CONSIDER A CARPOOL PROGRAM.

THEY COULD PROVIDE END OF TRIP BICYCLE FACILITIES.

SO THAT COULD BE THINGS LIKE SECURE BIKE LOCKERS AND SHOWERS TO ENCOURAGE PEOPLE TO BIKE.

THEY COULD ENCOURAGE HAVE A, YOU KNOW, INCENTIVIZE PEOPLE TO WALK.

SO IT'S REALLY FIGURING OUT WAYS TO ENCOURAGE THOSE FOLKS THAT ARE THAT ARE WORKING HERE TO FIND A DIFFERENT ALTERNATIVE TO DRIVING BY THEMSELVES. ANOTHER COMMON ONE IS CHARGING FOR PARKING.

USUALLY IN BIGGER CITIES, THAT'S WHERE THAT HAPPENS.

BUT THAT CAN BE REALLY EFFECTIVE AT CHANGING PEOPLE'S BEHAVIOR.

SO THAT'S WHAT THAT LOOKS LIKE. AND I THINK THAT THAT'S THE END OF OUR PRESENTATION.

SO, JASON I'LL TURN IT BACK OVER TO YOU. I WAS GOING TO GO BACK A SLIDE HERE AND SEE IF THIS WORKS.

BUT YOU CAN SEE. I'M GOING TO SHOW YOU THE MAP IN ACTION HERE.

I JUST WANTED TO KIND OF DEMONSTRATE THIS. IS IT LOADING UP? YEAH. SO HERE'S THE MAP OF THE CITY. AND SO IF YOU'RE A CONSULTANT AND YOU WERE STUDYING OR ANALYZING IT, THIS IS ONE OF THE TOOLS. THIS IS A TOOL THAT'S OFFERED BY THE CITY.

YOU WOULD LOOK AT, LOOK, YOU CAN PUT IN YOUR ADDRESS AND GO TO A POINT ON THE MAP.

I CAN GO TO WHAT WE WERE JUST LOOKING AT IS THIS AREA HERE.

AND OUR PROJECT WAS WITHIN THIS AREA. SO WHAT WAS IT? THE LAYERS HERE AND THEN THIS. SO IF I WANTED TO LOOK AT THE PER EMPLOYEE, I WOULD TURN THAT LAYER ON.

AND THEN I JUST CLICK IN THERE AND I CAN GET THE DATA.

LET'S SEE IF I SCROLL DOWN. WHOOP. LET'S JUST SAY THE DATA IS IN THERE.

LET'S JUST PRETEND IT'S THERE. WE CAN SEE IT.

WE PROMISE. SO ON THE WEBSITE IT'S A LITTLE DIFFERENT, BUT SO THE THIS IS HOW SOMEONE CAN JUST CLICK AROUND, YOU CAN SEE, YOU KNOW, YOU CAN SEE THE DATA HERE FOR WHATEVER, WHATEVER YOU'RE LOOKING AT.

THAT IS HOW THE TOOL WORKS IN ACTION. SO THIS IS WHAT OUR.

YEAH. AND THE UNDERLYING DATA TO THIS TOOL IS THE SANDAG TRAVEL DEMAND MODEL.

AND THEN LET'S SEE IF I CAN GET US BACK TO THE RIGHT ONE.

FIND THE RIGHT ONE. I THINK SO OKAY. THERE WE GO.

SO YEAH, THAT LET'S SEE. LET ME GET TO THE RIGHT SLIDE FOR US.

THAT CONCLUDES OUR PRESENTATION. AND PROBABLY HAVE SEVERAL QUESTIONS SO WE'D BE HAPPY TO ANSWER ANY QUESTIONS.

GREAT. EXCELLENT PRESENTATION. APPRECIATE MISS COLE.

COMMISSIONERS, ARE THERE ANY CLARIFYING QUESTIONS? YEAH. SO I RAN IT THROUGH CHATGPT. HAVE YOU DONE THAT YET? AND WHETHER VMT IS RELIABLE, YOU MIGHT WANT TO DO.

I'VE NOT ASKED THAT. IT'S ACTUALLY VERY, IT'S VERY INTERESTING AND YOU KNOW, IT DOESN'T MEASURE SIZE OF TRUCKS AND CARS. AT LEAST THIS IS WHAT THIS SAYS, DOES IT? SO THERE ARE A LOT OF DIFFERENT VMT METRICS. MANY OF THEM TOTAL VMT INCLUDES VMT FROM TRUCKS AND CARS.

AND BUT IN TERMS OF DOES IT MEASURE THE SIZE OF THE VEHICLE ON THE STREET? NO, BECAUSE IT'S NOT A MEASURE OF CONGESTION.

WELL, I'M JUST PLAYING HERE. BUT THEY'RE SAYING THAT A LOT OF TRUCKS AND HEAVY EQUIPMENT IS A LITTLE BIT MORE, YOU KNOW, CONGESTION PRONE YOU KNOW. SO YEAH.

SO THE, SO AND ALSO JUST TO PROVIDE CLARITY FOR CEQA PURPOSES, THE CEQA GUIDELINES SPECIFICALLY LOOK AT AUTOMOBILE VMT AND THE, BUT THERE ARE SEVERAL APPLICATIONS THAT LOOK AT ALL VMT INCLUDING FLEET VEHICLE, VMT, TRUCK VMT.

AND ACTUALLY TRUCK VMT IS ONE OF OUR MOST, WE CAN GET VERY RELIABLE DATA BECAUSE ALL TRUCKS HAVE EQUIPMENT ON THEM THAT ACTUALLY MEASURE HOW FAR THEY'RE GOING.

SO IF THEY'RE DRIVING FOR A COMMERCIAL VEHICLE COMPANY, ANYWAY, WE GET PRETTY RELIABLE DATA.

THERE'S A REAL DETAILED STUDY AT TEXAS A&M. YOU KNOW, THAT STUDY TEXAS A&M HAS DONE A COUPLE OF STUDIES, I MEAN, VMT SO VMT HAS BEEN AROUND FOR A REALLY LONG TIME AS A METRIC, AND I DON'T KNOW ABOUT THE SPECIFIC ONE THAT YOU'RE LOOKING AT IT FROM TEXAS A&M, BUT THERE HAVE BEEN TRANSPORTATION RESEARCH BOARD PAPERS ON IT, AND LOTS OF UNIVERSITIES HAVE STUDIED IT.

UC DAVIS IS A REALLY PROMINENT UNIVERSITY THAT HAS ANALYZED AND DONE LOTS OF RESEARCH PROJECTS ON IT.

[00:30:05]

IT'S MUCH TOO LONG TO, YOU KNOW, TO QUIZ YOU ON IT.

BUT YEAH, IT'S, I MEAN, IT BASICALLY IT GIVES IT A THUMBS UP.

BUT THERE'S, YOU KNOW, IT'S INTERESTING THAT IT HAS A LOT OF NUANCES THAT, YOU KNOW, AREN'T ON THE SURFACE.

THAT'S ALL I HAVE. FURTHER QUESTIONS. COMMISSIONER FITZGERALD.

THANK YOU CHAIR. THANK YOU JASON. THANK YOU. KATY.

A LITTLE QUESTION OR TWO ON THE MONITORING PRACTICES OR THE MITIGATION PRACTICES.

FIRST, HOW DO YOU SELECT OR WORK WITH THE DEVELOPER? IS THERE ANY TYPE OF ENGAGEMENT FROM THE CITY WHEN GETTING TO THAT MITIGATION MEASURE? ARE THEY COMING FORWARD AND THE DEVELOPERS PROPOSING IT? IS THERE ANY TYPE OF NEGOTIATION OR ENGAGEMENT WITH THAT DEVELOPER? AND THEN KIND OF AFTER THAT, WHEN WE PICK A MITIGATION FACTOR, HOW DO WE MONITOR THAT GETS DONE? SO I'LL START AND THEN KATY WILL CORRECT ME. YEAH.

SO OUR VMT GUIDELINES, WE DO HAVE SPECIFIC MITIGATION MEASURES THAT WE I WOULD SAY THAT WE ARE OKAY WITH IN THERE, THERE FROM THE CAPCOA GUIDELINES AND WE VET WE'VE GONE THROUGH SEVERAL OF THOSE AND VETTED THEM.

SO WHEN THE, THE DEVELOPER WOULD GO THROUGH THAT LIST AND PICK ONES THAT THEY WOULD WANT TO USE FOR MITIGATION ON THE OTHER, A LOT OF THESE PROJECTS HAVE AFFORDABLE HOUSING. SO THAT'S ONE THAT THEY WOULD USE AND THEY WOULD JUST PULL THOSE OUT.

AND THAT'S PART OF WHAT KATY AND I DO IS WE LOOK AT HOW THEY'RE CALCULATING THEIR MITIGATION AND WHAT THEY'RE DOING, AND WE HAVE TO GO BACK AND FORTH AND SAY, HEY, YOU'RE OVERSHOOTING THAT ONE, YOU KNOW, FIND SOMETHING ELSE, YOU KNOW, OR FIND ANOTHER ONE. SO THAT HAPPENS QUITE OFTEN.

I'M SORRY, I FORGOT THE SECOND PART. SECOND PART IS JUST ONCE YOU SELECT OR PICK THAT MITIGATION FACTOR OR MEASURE HOW YOU'RE GOING TO FOLLOW UP AND MONITOR THAT, IT GETS DONE. SOME SEEM MORE CLEAR THAN OTHERS, RIGHT? IF YOU'RE PAYING A FEE SOME OF THEM SEEM A BIT MORE DETAILED.

YES. SO MONITORING OF MITIGATION THAT'S THE TRICKY PART.

IT USED TO BE PRETTY EASY BECAUSE WE DIDN'T HAVE TO MONITOR LOS BECAUSE THEY WOULD BUILD A ROAD, WE'D SEE THE LANE BUILT AND WE'RE DONE AND WE'D WALK AWAY. WITH VMT, THERE'S PROGRAMS AND OTHER THINGS.

SO WHAT'S UNIQUE ABOUT THE CITY OF CARLSBAD IS WE HAVE A TDM ORDINANCE AND TDM PROGRAM AND WHAT AND A LOT OF THESE PROJECTS, IF THEY HAVE, IF THEY HAVE SIGNIFICANT IMPACTS FOR VMT, THEY TYPICALLY ARE GOING TO BE REQUIRED TO DO A VMT ANYWAY OR A TDM PLAN, A TRANSPORTATION DEMAND MANAGEMENT PLAN. SO WE'LL PUT THE, AND WE MONITOR THE CITY MONITORS THOSE TRANSPORTATION DEMAND PLANS THROUGH THE ORDINANCE. AND SINCE WE'RE ALREADY MONITORING THEM, WE'LL PUT THE MITIGATION MEASURES INSIDE THAT PLAN.

IT'LL BE PART OF THE TDM PLAN. AND THEN THAT WAY WE CAN MONITOR THOSE.

GREAT, THANK YOU. ANY FURTHER QUESTIONS OF COMMISSIONERS AT THIS MOMENT? I GOT A QUESTION, COMMISSIONER FOSTER. HI, KATY.

GREAT PRESENTATION, BOTH OF YOU GUYS. I JUST GOT A QUESTION.

SO YOU SAID VMT IS NOT ABOUT CONGESTION, IS THAT CORRECT? IT'S NOT. AND SO IT'S ABOUT CEQA. SO THEN IT'S ABOUT EMISSIONS, AUTOMOBILE EMISSIONS.

PRIMARILY. YEAH.

YEAH. SO THE STATE WHEN THEY SO THIS THIS COMES FROM SENATE BILL 743.

AND WHEN THAT BILL WAS SIGNED IN 2013, THE THREE LEGISLATIVE INTENTS OF THAT BILL WERE TO REDUCE GHG.

SO GHG IS DEFINITELY A COMPONENT TO PROMOTE INFILL DEVELOPMENT AND TO ENCOURAGE ACTIVE TRANSPORTATION.

SO BIKING AND WALKING. AND SO ONCE THAT BILL WAS SIGNED, THE STATE OFFICE OF PLANNING AND RESEARCH, WHICH IS NOW CALLED LCI, THE OFFICE OF LAND USE AND CLIMATE INNOVATION, THEY PRODUCED, THEY SPENT MULTIPLE YEARS FIVE PLUS YEARS CREATING A TECHNICAL ADVISORY TO TRY TO ADDRESS THOSE THREE LEGISLATIVE INTENTS.

AND VMT WAS THE METRIC THAT WAS DETERMINED TO BE THE MOST APPROPRIATE METRIC TO GET AT ALL OF THOSE THREE THINGS.

AND IT DOES ACTUALLY GET AT ALL OF THOSE THREE THINGS.

AND WHEN WE SAY THAT THAT VMT IS NOT A MEASURE OF CONGESTION, IT'S NOT MEASURING DELAY.

I MEAN, IT'S MEASURING VEHICLES ON THE ROAD. SO THERE IS A CERTAIN AMOUNT OF CONGESTION THAT IT'S MEASURING.

BUT THE REASON THAT IT'S NOT, THE REASON THAT IT'S A BETTER METRIC FOR DETERMINING AN ENVIRONMENTAL IMPACT IS BECAUSE IT'S REALLY FIGURING OUT IF YOU'RE PUTTING PEOPLE IN A PLACE THAT'S MOST EFFICIENT, WHERE THEY'RE GOING TO HAVE LOWER GHG, HAVE THE AIR IMPROVE AIR QUALITY.

[00:35:04]

AND SO YOU WOULD PUT YOUR BIG PROJECT THERE AND YOU'D HAVE A LOT OF CAPACITY AVAILABLE TO YOU.

AND SO YOU WOULD SHOW A LESS THAN SIGNIFICANT IMPACT.

BUT WHAT WASN'T MEASURED WAS THAT THOSE PEOPLE IN THAT PROJECT THAT YOU BUILT, YEAH, THEY GO THROUGH THAT INTERSECTION, BUT THEN MAYBE THEY DRIVE 30 MILES FURTHER TO GET TO THEIR JOB.

AND THAT PART OF IT WAS NOT ANALYZED FROM A LEVEL OF SERVICE PERSPECTIVE.

SO THAT'S WHY VMT IS JUST A BETTER ENVIRONMENTAL METRIC.

BUT IT'S NOT TO SAY THAT LEVEL OF SERVICE AND, YOU KNOW, HAVING YOUR ROADWAY NETWORK FUNCTION ISN'T IMPORTANT, WHICH IS WHY THE CITY STILL LOOKS AT THAT KIND OF THROUGH THE DEVELOPMENT REVIEW PROCESS, JUST IN A DIFFERENT PLACE.

SO AS A FOLLOW UP QUESTION, SO SO I WAS JUST LOOKING ONLINE.

SO APPROXIMATELY 27% OF VEHICLES THAT WERE REGISTERED IN SAN DIEGO COUNTY IN Q1 OF THIS YEAR WERE EV.

SO HOW DOES HOW DOES HOW DOES EV VEHICLES INCORPORATE INTO THIS VMT? SO EVS ARE NOT PART OF THIS PARTICULAR METRIC.

THEY ARE CONSIDERED IN THE IN THE CEQA DOCUMENT AS PART OF OTHER THERE'S OTHER RESOURCE AREAS THAT THEY DO GET CAPTURED IN.

THERE IS A SPECIFIC GHG RESOURCE AREA. THERE'S AN AIR QUALITY RESOURCE AREA.

BUT BECAUSE GHG BECAUSE EVS DON'T SPECIFICALLY HELP WITH PROMOTING ACTIVE TRANSPORTATION AND INFILL DEVELOPMENT, THEY WEREN'T PART OF SB 743 AND WEREN'T PART OF THE METRICS RECOMMENDED OUT OF THAT PARTICULAR BILL FOR TRANSPORTATION IMPACT PURPOSES.

SO THEN THE EQUATION IS FLAWED, RIGHT? SO IF THERE'S FOR INSTANCE, IF THERE'S A PROJECT ON PALOMAR AIRPORT ROAD AND WE'RE DOING THIS VMT METRIC, THIS EQUATION, SITUATION WHERE PRETENDING THAT NONE OF THOSE CARS ARE EV.

IS THAT CORRECT? FOR A TRANSPORT, SO WHAT YOU'RE MEASURING IS VMT, NOT GHG.

SO IF THOSE CARS ARE EVS, YEAH, YOU'RE GOING TO CONSIDER THAT IN YOUR GHG SECTION.

BUT FROM A LIKE ARE YOU PUTTING PEOPLE CLOSE TO WHERE THEY NEED TO BE.

NO YOU'RE NOT. YOU'RE NOT CONSIDERING WHETHER OR NOT THEY'RE EVS BECAUSE YOU DON'T CARE BECAUSE IT'S NOT PART OF THE METRIC FOR TRANSPORTATION.

SO, TWO OF THE THREE GOALS THERE DON'T HAVE TO DO DON'T DIRECTLY DEAL WITH EMISSIONS.

SO ONE OF THE AN ENVIRONMENTAL IMPACT IS SPRAWL.

AND IF WE HAD 100% EVS AND WE WOULDN'T HAVE ANY EMISSIONS OUT OF THE VEHICLE, BUT WE WOULD HAVE WE COULD STILL HAVE SPRAWL.

WE COULD STILL HAVE LONG DISTANCES. PEOPLE ARE TRAVELING LONG DISTANCES.

WE'RE CHEWING UP GREEN SPACE AND, YOU KNOW, AG LAND AND OTHER THINGS LIKE THAT.

WE HAVE MAINTENANCE OF THOSE FACILITIES WE HAVE.

WE HAVE LOWER DENSITIES AND HIGHER MAINTENANCE COSTS BECAUSE WE'RE, YOU KNOW, WE'RE STILL PUTTING PIPES IN THE ROADWAYS.

WE'RE STILL PUTTING WE'RE STILL BUILDING ROADWAYS AND THINGS LIKE THAT. SO THAT THAT'S THE IDEA IS THAT THIS ALSO CUTS DOWN ON ON THE SPRAWL.

SO 100% EVS WOULDN'T SOLVE THAT PROBLEM. YEAH.

AND I THINK THIS IS A COMMON LIKE I'M NOT HERE TO BE LIKE THE VMT CHEERLEADER.

I ANALYZE VMT A LOT, SO I CAN I CAN TELL YOU A LOT ABOUT IT, BUT YOUR QUESTION HIGHLIGHTS A REALLY COMMON POINT THAT'S MADE ABOUT THIS PARTICULAR METRIC AND THE OFFICE OF PLANNING.

SO LCI, FORMERLY THE OFFICE OF PLANNING AND RESEARCH.

THEY HAVE IF YOU GO AND LOOK AT THEIR WEBSITE, THERE'S A LIST OF FREQUENTLY ASKED QUESTIONS.

THEY HAVE ONE ABOUT EVS AND HOW IT SHOULD BE CONSIDERED AS PART OF SB 743.

AND LIKE THE RESPONSE IS BASICALLY IT DOESN'T HELP US ACHIEVE ALL THREE OF OUR LEGISLATIVE INTENTS.

AND SO IT SPECIFICALLY ISN'T PART OF THE TRANSPORTATION ENVIRONMENTAL IMPACT RECOMMENDATION.

AND. GO AHEAD. JUST TO CHIME OFF AND ON THAT.

THIS IS ONE OF THE CEQA TOPICS AND MEASUREMENTS.

AND SO WITH WITH THE OTHER PRESENTATION, HOW WE EVALUATE IS WE LOOK AT WHAT ARE ALL THE SECRET TOPIC AREAS.

DOES IT MEET ONE OF THE SCREENING CRITERIA OR DOES IT NEED TO REALLY GO THROUGH FOR FURTHER ANALYSIS.

AND WE HAVE CRITERIA FOR SOME AND FOR OTHERS.

THERE'S DIFFERENT WAYS TO LOOK AT PROJECTS IN DIFFERENT PATHS.

ONE OF THE DYNAMICS, THOUGH, THAT WAS HAPPENING BEFORE THE SWITCH TO VMT IS ON THE FLIP SIDE, YOU WOULD HAVE SORT OF URBAN INFILL SITES WHERE IT WAS ALREADY ERF LEVEL OF SERVICE AND ANY TRIPS ADDED TO THAT WAS A SIGNIFICANT IMPACT.

AND SO ON THE FLIP SIDE, INSTEAD OF ENCOURAGING SPRAWL, IT WAS ALSO ACTIVELY DISCOURAGING SOME OF THOSE PROJECTS BECAUSE THEY WOULD HAVE TO DO

[00:40:07]

FOR SOMETHING ELSE. SO THAT WAS A DYNAMIC THAT WAS REALLY WRITTEN FOR MAYBE OTHER PARTS OF THE STATE.

BUT IT'S SOMETHING THAT OPR AND THE LEGISLATURE WANTED TO CHANGE AND IMPLEMENT WHEN THEY ADOPTED THAT BILL.

WE STILL ARE SORT OF LOOKING AT EACH PROJECT ON AN INDIVIDUAL BASIS.

THERE ARE STILL SOME PROJECTS THAT ARE BASED UPON OLDER CEQA DOCUMENTS AND TIERING WHERE LEVEL OF SERVICE COULD BE THE MEASURE THAT WE'RE ANALYZING.

AND IT'S REALLY STILL A CASE BY CASE BASIS. BUT FOR ANY NEW PROJECTS, THIS THIS IS THE MEASURE THAT WE'RE USING.

AND SO FOR EXAMPLE, PALOMAR AVIARA, WHICH WAS AN ADDENDUM TO AN MND WHICH OCCURRED EARLIER THIS YEAR THAT WAS STILL LOOKING AT LEVEL OF SERVICE BECAUSE IT WAS BASED ON AN MND. THAT WAS APPROVED DURING LEVEL OF SERVICE.

GREAT CLARIFICATION. THANK YOU. FURTHER QUESTIONS AT THIS MOMENT.

OKAY. GO AHEAD. IF SOMEBODY ELSE WANTS TO. COMMISSIONER LAFFERTY.

JUST A QUICK SO BACKING UP TO THE CEQA DOCUMENTS THAT YOU REQUEST THOUGH AND ESPECIALLY THESE DOCUMENTS THAT REFER TO OLDER EIRS LOS IS REALLY THE STANDARD STILL CORRECT.

IS THAT KIND OF HOW IT MEASURES? IS THAT WHAT YOU'RE, WHAT YOU WERE GETTING AT? IT DEPENDS ON THE PROJECT. BUT YES, IF THERE'S IF THERE'S A CERTIFIED EIR OR AN APPROVED MITIGATION MITIGATED NEGATIVE DECLARATION, THERE'S CERTAIN CRITERIA IN THE CEQA GUIDELINES WHEN WE'RE ALLOWED TO ASK FOR CERTAIN OTHER STUDIES.

AND IF THEY MEET THOSE CRITERIA, IT COULD BE THAT THE PROJECT IS ANALYZED UNDER LEVEL OF SERVICE FOR TRANSPORTATION.

BEFORE, EVEN BEFORE 743 AND THE SWITCH TO VMT, VMT WAS STILL MEASURED IN MOST DOCUMENTS, IT JUST SHOWED UP IN DIFFERENT CATEGORIES.

IT SHOWED UP IN AIR QUALITY, AND IT SHOWED UP IN THE DOCUMENTS THAT DID HAVE GREENHOUSE GAS EMISSIONS.

NOT NOT ALL OF THE OLDER DOCUMENTS HAD THAT, BUT SO IT DID SHOW UP IN OTHER PLACES.

AND CONVERSELY, NOW EVEN THOUGH VMT, THE TRANSPORTATION, THE AVERAGE DAILY TRIPS AND THE LEVEL OF SERVICE SHOWS UP IN BOTH OUR PLANNING DOCUMENTS AS WELL AS SOME OF THE OTHER TOPIC AREAS. SO FOR EXAMPLE, IF THERE'S AN INTERSECTION THAT'S SORT OF HAS CONGESTION, IT COULD BE POTENTIALLY AN AIR QUALITY ISSUE THAT WE NEED TO LOOK AT.

WELL, AND I GUESS THE SECOND QUESTION TO THAT IS THAT DO THE EIRS ARE REQUIRING CEQA EVER EXPIRE? I MEAN, YOU KNOW, YOU HAVE THESE ONES. I THINK WE SAW ONE FROM WHAT, THE 80S, THE 70S OR SOMETHING, AND IT WAS STILL SORT OF BEING THE ROLE TO CREATE A NEW DEVELOPMENT OR DO THEY EXPIRE? DO YOU ALWAYS USE LIKE THE PREVIOUS ONE TO INFORM THE NEXT ONE.

HOW DOES IT WORK? I MEAN, EIRS ARE ENVIRONMENTAL DOCUMENTS THEMSELVES DON'T EXPIRE.

THERE IS A CRITERIA IN THE GUIDELINES OF IF THERE'S OTHER CHANGE CIRCUMSTANCES THAT WOULD POTENTIALLY EITHER WERE KNOWN AT THE TIME OR NOT ADEQUATELY STUDIED. I'LL SAY THAT FOR ANY PROJECTS TRYING TO RELY ON OUR GENERAL PLAN EIR, WITH THE ADOPTION OF THE HOUSING ELEMENT, WE DID BRING THAT DOCUMENT FORWARD.

AND SO NOW THEY WOULD ALL BE EVALUATED UNDER VMT BECAUSE THE HOUSING ELEMENT EIR WAS A SUPPLEMENTAL EIR TO THE 2015 ONE. SO 2015 WAS DONE ON ON LEVEL OF SERVICE.

BUT WE STUDIED THE WHOLE CITY. SO ANYONE TRYING TO RELY ON THAT WOULD BE IN THE VMT METRIC.

COMMISSIONER HUBINGER. THAT HELPED. THAT HELPED A LOT BECAUSE I SO OFTEN WITH THE PUBLIC, THE PUBLIC WILL SAY THAT THIS IS GOING TO ADD A LOT OF TRAFFIC AND A LOT OF CONGESTION.

AND THEN WE REFER TO THE VMT AND THAT DOESN'T ANSWER THEIR QUESTION.

AND THERE'S A, AND AT LEAST I'VE DETECTED A LOT OF FRUSTRATION ON THE PART OF THE PUBLIC WHERE, WHERE THEY SAID, YOU KNOW, AND WE'RE, THEY'RE SAYING THIS HAS GOT TO CAUSE CONGESTION.

AND WE'RE SAYING BUT THE VMT, YOU KNOW, AND VMT DOESN'T MEASURE CONGESTION.

YOU KNOW, IT'S JUST A SENSITIVITY POINT THAT I'VE NOTICED WITH THE PUBLIC THAT WE GOT TO BE CAREFUL OF.

AND I, YOU'RE, I THINK STATEWIDE THIS IS LIKE TOP OF MIND FOR MANY CITIES.

IT'S I THINK MAYBE A LESS STRAIGHTFORWARD METRIC BECAUSE WE DON'T THINK ABOUT OUR VMT, LIKE, I DON'T KNOW, LIKE, I CAN TELL YOU, I DON'T NECESSARILY THINK ABOUT, OH, HOW MUCH MILES DID I PUT ON MY CAR TODAY, RIGHT? BUT WHEN I'M SITTING IN AN INTERSECTION AND IT'S AND I CAN'T GET THROUGH.

IT TAKES FOUR TIMES FOR THE LIGHT TO TURN BEFORE I GET THROUGH.

[00:45:01]

IT'S JUST IT'S JUST A LITTLE DIFFERENT. YEAH.

AND I THINK THE OTHER THING RELATED TO THAT IS JUST THE CONCEPT OF CAN WE JUST KEEP BUILDING AN INTERSECTION WIDER AND WE CAN'T THERE'S A LOT OF CONSEQUENCES THAT COME WITH THAT. THERE'S MAINTENANCE CONSEQUENCES ONCE YOUR ROADS GET SO BIG, THERE'S TRADE OFFS THAT YOU HAVE TO CONSIDER FOR BIKING AND WALKING.

LIKE, AS A PEDESTRIAN, I DON'T WANT TO CROSS AN EIGHT LANE FACILITY.

THAT'S REALLY SCARY, RIGHT? SO I THINK ONE OF THE BENEFITS TO NOT HAVING LEVEL OF SERVICE BE KIND OF BAKED IN THE CEQA PROCESS IS THAT YOU CAN THINK A LITTLE BIT MORE THOROUGHLY ABOUT SOME OF THOSE TRADE OFFS SO THAT YOU ARE.

AND NOT CAUSING A PROJECT TO HAVE A SIGNIFICANT IMPACT THAT MAY FROM A LEVEL OF SERVICE PERSPECTIVE.

AND THEN THE IMPROVEMENT IS TO BUILD A REALLY WIDE INTERSECTION THAT HAS AN UNINTENDED CONSEQUENCE ON A DIFFERENT MODE.

BUT YOU'RE STILL LOOKING AT SAFETY AND CONGESTION AND ALL OF THOSE THINGS THROUGH OTHER AVENUES.

AND I THINK THAT YEAH. AND I THINK THAT IS IMPORTANT TO THE PROCESS.

ANY FURTHER QUESTIONS AT THE MOMENT? COMMISSIONER FOSTER.

KATY, YOU REALLY KNOW YOUR STUFF. THANKS. THANKS FOR SHARING ALL YOUR INTEL HERE.

YEAH. YOU BET. PRETTY IMPRESSIVE. I DO HAVE A QUESTION, SO I THINK I'VE MENTIONED THIS BEFORE.

I THINK I THINK MR. LARDY WASN'T HERE. I THINK MR. STRONG WAS HERE. BUT UBER WILL GIVE THE CITY OF CARLSBAD ALL THEIR DATA FOR THE CITY OF CARLSBAD FOR FREE.

IT DOESN'T COST ANYTHING. AND SO MY QUESTION IS, AND I DON'T THINK KATY CAN OBTAIN IT AS A CONSULTANT, BUT THE CITY STAFF CAN OBTAIN IT. IS THERE ANYONE IN THE CITY THAT COULD JUST REACH OUT TO UBER AND SAY, HEY, GIVE US ALL YOUR DROP OFFS, YOUR PICKUPS, LIKE, GIVE US ALL YOUR DATA AND THEY'LL GIVE IT TO US FOR FREE.

IT JUST TAKES SOMEONE AT THE CITY TO PUT THAT EMAIL OR PHONE CALL OUT THERE.

MR. LORDY, I DO NOT BELIEVE I WAS ON HERE FOR THAT.

WE CAN TALK TO OUR TRANSPORTATION DEPARTMENT AND SEE.

I MEAN, I JUST SOMEWHAT REACHING OUT AND GETTING THE DATA.

I DON'T THINK IT'S A SPECIFIC PROBLEM. IT'S A MATTER OF WHAT WE WOULD THEN DO WITH IT.

WE HAVE OFTEN USED EVEN FOR OUR OWN PROJECTS, ACTUALLY, FOR VETERANS PARK MEMORIAL PARK, WHICH WAS APPROVED ABOUT 2 OR 3 YEARS AGO.

WE CONTRACTED THROUGH KATY'S FIRM TO BUY BIG DATA TO HELP US STUDY WHAT IS THE IMPACT FOR REGIONAL PARKS.

I THINK FROM A CEQA PERSPECTIVE, WE HAVE TO USE WHAT'S THE BEST AVAILABLE DATA, AND I DON'T KNOW IF WE COULD TAKE DATA FROM ONE COMPANY NOT TO SAY ANYTHING BAD ABOUT THE COMPANY. IT'S JUST IS THAT ONE COMPANY'S DATA THE BEST AVAILABLE DATA AND A REPRESENTATIVE SAMPLE? I GUESS I COULD SEE OTHER USES FOR THAT, POTENTIALLY FOR SORT OF ROAD NETWORK PLANNING IN THE VILLAGE OF WHERE ARE PEOPLE BEING DROPPED OFF? ONE OF THE THINGS WE'RE CONSTANTLY SORT OF TALKING TO APPLICANTS ABOUT ON THE PARKING IS IF THEY'RE ASKING FOR A REDUCTION IN PARKING, WHAT KIND OF DATA CAN THEY GIVE US? ARE THEY DO THEY HAVE INFORMATION ON HOW MANY OF THEIR CUSTOMERS ARE TAKING UBERS AND LYFT OR OTHER RIDESHARE THINGS TO GET TO THEM SO THAT WE CAN SAY, WHAT IS THE BEST PARKING EVALUATION SO WE CAN TALK TO TRANSPORTATION? I DON'T SEE ANYTHING WRONG WITH US REQUESTING IT.

WE DO HAVE TO ALSO BALANCE IT IF WE RECEIVE THE DATA.

IF SOMEONE WERE TO DO A RECORDS REQUEST, WE WOULD POTENTIALLY HAVE TO PROVIDE THE DATA TO SOMEONE FROM IT.

SO I'M SURE THEY'VE ENCOUNTERED THIS IN OTHER JURISDICTIONS BECAUSE THEY'RE IN CALIFORNIA.

BUT THAT'S SOMETHING THAT WE'D HAVE TO BALANCE WITH THAT TOO. YEAH, IT JUST MAKES SENSE TO REQUEST THAT, LIKE MY OPINION, IT MAKES SENSE TO REQUEST THE DATA. AND THEY PROVIDE TO OTHER CALIFORNIA CITIES SPECIFICALLY BECAUSE WE JUST HAVE THIS REOCCURRING DISCUSSION ITEM IN THE VILLAGE, PARTICULARLY OF PARKING, AND IT'S GOING TO COME UP OVER AND OVER AGAIN.

SO IF YOU HAVE THAT DATA OF THE DROP OFFS AND PICK UPS YOU KNOW, IT CAN HELP FOR PARKING PLANNING AND TRAFFIC MITIGATION IN THE VILLAGE.

SO I GUESS ONE OF THE ONE OF THE QUESTIONS I HAVE, MR. LAFFERTY. EXCELLENT. COMMISSIONER FOSTER, IS THAT THAT IS ONE VENDOR, I GUESS YOU COULD SAY.

AND YET WE, BEING A PUBLIC AGENCY, DO WE NOT TO BE CONCERNED IN SOME FASHION AS TO WHERE THOSE SOURCES ARE COMING FROM AND THAT THEY HAPPEN TO BE BROAD AND NOT NECESSARILY SPECIFIC FOR THAT PARTICULAR COMPANY? YEAH, I THINK THAT GETS TO MY POINT OF HOW USABLE IS THE DATA FOR US.

I THINK IT CERTAINLY WOULD BE INTERESTING. AND WOULDN'T BE NECESSARILY BAD TO HAVE.

I JUST DON'T THINK WE CAN NECESSARILY ADVISE WE MAKE DECISIONS WITH JUST THAT.

IT COULD SUPPLEMENT OTHER DECISIONS THAT WE MAKE.

WITH THE CHAIR'S PREROGATIVE. I'D ASK MISS COLE IF SHE HAD ANYTHING TO ADD. SHE'S MUCH MORE FAMILIAR WITH THE BIG DATA INFORMATION THAN I AM.

MISS COLE. YEAH. SO RIDESHARE COMPANIES ARE INTERESTING BECAUSE THE DATA THAT YOU GET FROM THEM IS GOING TO BE VERY

[00:50:06]

I THINK THAT WOULD BE AN EXCELLENT USE FOR THAT DATA, BECAUSE WE'RE ALWAYS TRYING TO FIGURE OUT HOW TO MANAGE OUR CURB SPACE AND PROVIDE THE RIGHT AMOUNT OF PARKING AND FIGURE OUT, LIKE FROM A PEDESTRIAN SAFETY PERSPECTIVE, ARE WE SEEING THAT PEOPLE ARE GETTING PICKED UP IN THIS DARK CORNER OR WEIRD SPOT? YOU KNOW SO I THINK FROM THAT PERSPECTIVE, THAT DATA IS SUPER HELPFUL.

FROM A VMT PERSPECTIVE, IT'S NOT QUITE THE RIGHT DATA THAT WE NEED BECAUSE IT'S GIVING YOU RIDESHARE COMPANIES ARE ACTUALLY THEY'RE KIND OF COUNTERPRODUCTIVE TO VMT ANALYSIS BECAUSE THEY KIND OF PRODUCE DOUBLE THE VMT, RIGHT. THEY THEY PRODUCE YOUR TRIP COMING IN AND THEN THEY LEAVE YOU THERE AND THEY GO DRIVE SOMEWHERE ELSE.

AND SOMETIMES THEY CIRCULATE AROUND WAITING FOR THE NEXT RIDE.

AND WHEN THEY'RE DOING THAT THEY'RE CREATING VMT, RIGHT.

SO FROM A PURELY VMT PERSPECTIVE THERE, THAT DATA WOULD NOT BE AS HELPFUL.

BUT THERE ARE OTHER DATA VENDORS OUT THERE. STREET LIGHT IS ONE.

THERE'S A COMPANY CALLED REPLICA THAT HAS BUILT A NATIONWIDE TRAVEL DEMAND MODEL USING CONNECTED VEHICLE DATA. SO IT'S LOOKING AT TRAVEL DEMAND.

YOU CAN LOOK AT IT FOR ANY CITY ANYWHERE IN THE COUNTRY.

AND THAT DATA IS BASED ON OUR PERSONAL AUTO TRIPS.

SO IT NO, IT'S DATA THAT CAN SHOW US. OKAY. THIS CAR IS AT THIS PLACE EVERY SINGLE NIGHT.

THEY'RE GOING TO ASSUME THAT THAT'S YOUR HOME. AND THEN THIS CAR IS AT THIS PLACE EVERY SINGLE DAY, RIGHT? OR THREE DAYS A WEEK OR WHATEVER. HOWEVER MANY DAYS YOU'RE WORKING IN THE OFFICE, THAT'S PROBABLY YOUR WORKPLACE, RIGHT? AND SO THOSE, THOSE TYPES OF DATA VENDORS DRAW CONCLUSIONS ABOUT WHERE PEOPLE ARE LIVING AND WHERE PEOPLE ARE WORKING.

AND FROM THAT, WE CAN REALLY START TO UNDERSTAND PEOPLE'S TRAVEL BEHAVIOR AND HOW MUCH VMT THEY'RE CREATING.

ALL THAT DATA IS ANONYMIZED. WHEN THAT DATA WAS FIRST COMING OUT, THERE WAS A LOT OF CONCERN ABOUT PRIVACY AROUND THAT DATA.

THE VENDORS THAT PROVIDE IT, IT'S VERY ANONYMOUS.

WE CAN'T TELL EXACTLY WHERE THE HOME LOCATION IS OR EXACTLY WHERE THE WORK LOCATION IS FROM IT.

IT'S VERY GENERALIZED. SO BUT IT IS VERY HELPFUL TO SEE AND YOU CAN SEE VERY INTERESTING TRAVEL PATTERNS.

YOU CAN YOU CAN EVEN ASK QUESTIONS ABOUT LIKE FOR PEOPLE WHO ARE VISITING CARLSBAD BEACHES, WHERE ARE THEY COMING FROM? ARE THEY MOSTLY PEOPLE WHO LIVE HERE OR ARE THEY COMING FROM OUT OF THE AREA, OR ARE THEY COMING FROM ORANGE COUNTY, WHICH IS ANOTHER REALLY COOL PART OF THAT DATA. THE SANDAG REGIONAL TRAVEL DEMAND MODEL HAS BOUNDARIES, RIGHT? IT STOPS AT THE ORANGE COUNTY BORDER. SO WE CAN'T REALLY UNDERSTAND WHAT IS HAPPENING OUTSIDE.

BUT WE KNOW THAT PEOPLE FROM HERE ARE GOING THERE AND PEOPLE FROM THERE ARE COMING HERE.

AND SO THERE'S A LOT OF VALUE IN GETTING THAT DATA AND LOOKING AT HOW WE CAN IT CAN JUST HELP US UNDERSTAND WHY PEOPLE TRAVEL THE WAY THEY DO.

THANK YOU. THANK YOU. I'LL NOW OPEN PUBLIC TESTIMONY MINUTES.

CLERK, DO WE HAVE ANY SPEAKERS? NO, CHAIR. WE DO NOT.

OKAY. I'LL NOW CLOSE PUBLIC TESTIMONY. COMMISSIONERS.

FURTHER QUESTIONS OF STAFF OR MRS. COLE? OKAY.

SEEING NONE. ANY FURTHER DISCUSSION ON THIS ITEM? THANK YOU VERY MUCH. THANK YOU. APPRECIATE IT.

THANK YOU. THANK YOU. JASON. THANK YOU JASON.

MR. LORDY, WOULD YOU PLEASE INTRODUCE ITEM NUMBER TWO?

[2. ADOPTION OF 2026 PLANNING COMMISSION REGULAR MEETING CALENDAR]

THIS IS SOMETHING THAT WE DID AT THE BEGINNING OF THE YEAR, LAST YEAR, AFTER A SPECIAL MEETING.

WE'RE NOW GOING TO INCORPORATE IT AS PART OF OUR PROCEDURES TO IN THE FALL OF EACH YEAR.

CONSIDER THIS AND RECOMMEND ADOPTION. OUR BYLAWS, ALREADY ESTABLISHED IN THIS CALENDAR, REFLECTS THAT WE MEET TWICE A MONTH ON THE FIRST AND THIRD WEDNESDAYS. THIS YEAR, THERE ARE NO SPECIFIC CONFLICTS WITH A HOLIDAY.

BUT WE WILL, LIKE WE ALWAYS DO, LOOK TO MAKE MOST EFFICIENT USE OF EVERYONE'S TIME.

TRY TO LIMIT THE NUMBER OF ONE AGENDA ITEM MEETINGS AND CANCEL THOSE IF THERE IS A POTENTIAL CONFLICT WITH EITHER NOT ENOUGH COMMISSIONERS ATTENDING OR A SPECIFIC HOLIDAY FOR IT. SO WITH THAT, THAT'S MY PRESENTATION.

WE WOULD REQUEST ADOPTION OF THE RESOLUTION. COMMISSIONERS CLARIFYING QUESTIONS FOR MR. LARDY. OKAY. I WILL NOW OPEN PUBLIC TESTIMONY.

MISS CLARK, DO WE HAVE ANY SPEAKERS? NO, CHAIR.

WE DO NOT. ALL RIGHT. I WILL CLOSE PUBLIC TESTIMONY.

COMMISSIONERS, ANY FURTHER QUESTIONS IN REGARD TO OUR CALENDAR FOR 2026, THEREFORE.

SEEING NONE, I'LL ASK FOR A MOTION TO APPROVE THE RESOLUTION FOR THIS PARTICULAR ITEM NUMBER 2.

[00:55:03]

YOU HAVE A SECOND, COMMISSIONER. EXCUSE ME. COMMISSIONER LAFFERTY MAKES THE SECOND.

THANK YOU. PLEASE VOTE. OKAY. UNANIMOUS 7-0. I KNOW. THANK YOU VERY, VERY MUCH. COMMISSIONERS, ARE THERE ANY MATTERS THE

[COMMISSION MEMBER COMMENTARY AND REQUESTS FOR CONSIDERATION OF MATTERS]

COMMISSIONER HUBINGER. I JUST WHAT IS THE NEXT FEW MEETINGS LOOK LIKE THAT, YOU KNOW? SURE. YEAH. SO WE DO HAVE TWO AGENDA ITEMS FOR NOVEMBER 19TH.

WE ARE LOOKING TO CANCEL THE DECEMBER 3RD MEETING.

BUT WE DO HAVE A COUPLE OF MEETINGS ITEMS FOR DECEMBER 17TH.

AT THIS POINT, LOOKING INTO JANUARY. WE ARE THINKING WE'LL HAVE SOME ITEMS FOR JANUARY 7TH.

WE WILL HAVE AN EARLY DISTRIBUTION FOR THAT JUST BECAUSE THE WEEK BEFORE.

THE SEVEN DAYS BEFORE THAT IS DECEMBER 31ST. SO WE'LL TRY TO DO DISTRIBUTE DISTRIBUTION THE DAY OR TWO BEFORE THAT.

AND THEN WE ARE LOOKING AT CANCELING JANUARY 21ST.

THAT IS A HOLIDAY WEEK. WHICH MAKES THE BRIEFINGS MORE COMPACT.

ON THAT TUESDAY. I'LL JUST NOTE THAT WE DO HAVE TWO ITEMS THAT ARE GOING TO CITY COUNCIL THROUGH THE END OF THIS YEAR.

THERE WERE ITEMS THAT WERE CONSIDERED BY THE PLANNING COMMISSION. BARONS SIGN STANDARD MODIFICATION IS GOING ON NOVEMBER 18TH.

AND THEN THE COASTAL COMMISSION'S MODIFICATIONS TO THE HOUSING ELEMENT REZONE PROGRAM IS GOING TO CITY COUNCIL ON DECEMBER 2ND FOR A FIRST READING AND DECEMBER 9TH FOR SECOND READING. THANK YOU, MR. LORDY.

ANY OTHER COMMISSIONERS WISH TO MAKE A STATEMENT AT ALL OR ANY OTHER REPORT? COMMISSIONER LAFFERTY. I THINK IT REFLECTED IN THE LAST MEETING, BUT NOVEMBER 10TH MONDAY IS THE HISTORIC PRESERVATION MEETING FOR LAST ONE OF THE YEAR.

THANK YOU VERY MUCH. ANYTHING FURTHER? CITY PLANNER?

[STAFF COMMENTS]

I'D LIKE TO.

* This transcript was compiled from uncorrected Closed Captioning.