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Item 12 Staff Report Draft Santa Clara County Congestion Management Program3q COUNCIL AGENDA DATE: 9/3/91 ITEM NO. l TOWN OF LOS GATOS COUNCIL AGENDA REPORT DATE: August 23, 1991 TO: MAYOR AND TOWCOUNCI FROM: TOWN MANAGER SUBJECT: DRAFT SANTA CLARA COUNTY CONGESTION MANAGEMENT PROGRAM • RECOMMENDATION: The Council endorse the draft Congestion Management Program as presented. DISCUSSION: The Santa Clara County Congestion Management Agency was formed in May 1990 (see Attachment 1). The Technical Advisory Committee and the Congestion Management Agency Board have been meeting since August 1990 to develop the Congestion Management Program as requested by Proposition 111. The Congestion Management Program is summarized in Attachment 1. Participation in the Congestion Management Agency is a prerequisite for receiving the new gas tax funds authorized by Proposition 111. The basic principle behind the Congestion Management Program is that land use decisions must be based on the ability of the transportation system to support them. This is a principle well established in Town policy. The difference is now all cities in the County must "play by the same rules" and there are financial disincentives, if they don't. The standards established by the Congestion Management Program such as the 100 peak hour trip threshold, the methodology for determining Level Of Service and the Congestion Management Program intersections are such that very few projects in Los Gatos would trigger Congestion Management Agency review. The main concern for the Town would be whether there would be an adverse impact on any proposal for the Yuki property. This should not be a problem as long as the Town follows all the current procedures and policies. PREPARED BY: LEE E. BOWMAN PLANNING DIRECTOR LEB:DRR:lkj 8/23/91 4:54 pm L14\cnclrpts\cma File # ATTACHMENT: Congestion Management Agency Executive Summary Reviewed by: / Attorney Clerk Finance Treasurer COUNCIL ACTION/ACTION DIRECTED TO: EXECUTIVE SUMMARY BACKGROUND By 1989, the California State Legislature realized that the state's transportation system, once a model to the world, was on the verge of breaking down. After years of neglect, California's freeways and transit facilities were no longer adequate either to service existing demand or provide for anticipated future growth. In addition, these transportation problems caused a whole series of pressing economic and environmental problems. Throughout the state, policymakers and the public agreed that the state's transportation problems had to be solved in order to maintain California's economy and quality of life. At the same time, it became apparent that the easy (and time-honored) solution to solving transportation problems —building new freeways and roads —could no longer always be the panacea. Building new roads is an extremely difficult proposition: roads are expensive, they have significant environmental impacts, and they take a long time to build. Thus a new, multi -disciplinary, multi -modal approach was needed in order to solve the transportation problems facing California. This integrated approach would include: providing new transit facilities, providing increased and more efficient transit services, improving the land use decision -making process, and reducing demand on the current system, as well as building additional roads. This new approach, which brought the most significant change to the state's transportation planning process in 13 years, was embodied in AB 471 and AB 1791 (Katz), and SB 300 (Kopp), and put on the ballot as Proposition 111. CONGESTION MANAGEMENT PROGRAMS In June of 1990, voters approved Propositions 111 and 108 that together increased funding for California's transportation system by $18.5 billion over the next ten years.1 With this new funding came the requirement that urbanized counties prepare an annual congestion management program (CMP). Cities' and counties' eligibility for new gas tax subventions is contingent upon their participation in the congestion management program. 1 S15.5 billion would be raised through a 94: increase in the state's gas tax. The remaining $3 billion would be raised through bonds. Proposition 108, the first of these bond measures, Santa Clara County DRAFT CMP ATTACHIVENT 1 " 1 CMP Executive Summary August 21, 1991 Although the primary focus of the congestion management program is to reduce congestion and thus improve mobility, the requirements of the congestion management program recognize the inextricable links among transportation, land use, and air quality. Moreover, the legislation acknowledges that these policy issues are not only functionally interrelated, but jurisdictionally interrelated as well. Accordingly, the legislation requires cities and counties to work together to find cooperative solutions to these multi -jurisdictional problems. There is a certain amount of coercion in the legislation to encourage jurisdictions to participate in the congestion management program and process: jurisdictions that do not comply with the congestion management program could be found to be in non-conformance and have their new gas tax subventions withheld. However, the receipt of gas tax revenues should not be viewed as the only "carrot" for participation in the congestion management process, just as forfeiture of these revenues should not be viewed as the only "stick." There are larger issues at stake. The congestion management program offers jurisdictions the opportunity to collaborate in finding local, feasible solutions that will enhance and preserve the communities in which we live. In light of current regional initiatives, there is an additional incentive to create an effective congestion management program. The transportation -related requirements of the California Clean Air Act (AB 2595, Sher) will require that cities and counties implement transportation control measures (TCMs) to attain and maintain the state's air quality standard. Whether the final measures in the Clean Air Plan will reflect Southern California's centralized, draconian approach or reflect local initiative is largely dependent on cities' and counties' coordinated response to the draft Clean Air Plan. Coordinating this response through congestion management agencies wherever feasible will allow jurisdictions to tailor TCMs to the specific needs of the area rather than complying with multiple (and potentially conflicting) requirements from different levels of government. In addition, the release of Bay Vision 2020 has precipitated new discussions about the merits of regionalism, and sparked the authorship of several bills relating to regional planning in the State Legislature. As pressure towards regional government increases, CMAs will be scrutinized as to whether they can provide an effective forum for subregional policymaking. If congestion management agencies fail to achieve their purpose of reducing congestion, more stringent requirements will probably be imposed by the state. An important opportunity exists now for the cities and County of Santa Clara to demonstrate that they are willing to work cooperatively to find solutions to the interrelated problems of transportation, land use, and air quality. 2 raised $1 billion. Additional $1 billion bond measures are scheduled as ballot initiatives in 1992 and 1994. Santa Clara County DRAFT CMP August 21, 1991 CMP Executive Summary SANTA CLARA COUNTY'S CONGESTION MANAGEMENT AGENCY This spirit of voluntary cooperation between the cities and the County of Santa Clara was set early in the process. Santa Clara County was the first county in the state to form a congestion management agency, and the only county in the state to form a congestion management agency prior to the passage of Proposition 111. This accomplishment was made possible only after months of collaborative effort by a joint committee of elected officials who were members of the County Transportation Commission and the Golden Triangle Task Force. The committee met weekly from December 1989 until May 1990 to develop a consensus on the purpose, structure, and goals of the new agency. Their vision for the Congestion Management Agency (CMA) was contained in the document, "A United Proposal for a Congestion Management Agency for Santa Clara County," which was submitted to all city councils and the Board of Supervisors for ratification. By May 1990, the proposal had been ratified by a majority of cities with the majority of the population and the County, and the congestion management agency was formed. The first meeting of the CMA Board took place on August 1, 1990—the day the new gas tax took effect. Since then, the Board has met on a monthly basis to consider the policy and administrative decisions necessary for the establishment of a congestion management agency and program. Upon advice from county counsel, the CMA Board drafted and adopted a joint powers agreement, which was ratified by the majority of cities with the majority of population and the Board of Supervisors in April 1991. The Congestion Management Agency of Santa Clara County is now an independent, joint powers agency. The CMA Governing Board consists of twelve members. Ten members are local officials who represent the fifteen cities. The other two are county supervisors: one representing Santa Clara County, and one representing the Transit District. The CMA Board has a technical advisory committee (TAC) composed of the planning or public works directors from each city, the director of strategic planning for Santa Clara County, the assistant director of the Transportation Agency, and the executive director of the Traffic Authority. The TAC, in turn, has seven subcommittees: one for each of the major policy and administrative elements of the congestion management program. Santa Clara County DRAFT CMP 3 4 CMP Executive Summary August 21, 1991 CONGESTION MANAGEMENT PROGRAM REQUIREMENTS The CMP legislation requires that all urbanized counties in California prepare a Congestion Management Program (CMP) in order to receive their share of the increased gas tax revenues. The legislation specifies that CMPs contain five mandatory elements: A system definition and traffic LOS standard element, a transit service and standards element, a transportation demand management and trip reduction element, a land use impact analysis element, and a capital improvement element. In addition to these five elements, other actions are necessary to meet the requirements of the legislation. In certain areas, the actual CMP legislation is imprecise and leaves a significant amount of latitude to local jurisdictions in preparation of the programs. While the legislation is sometimes vague, its intent is clear: to reduce congestion through a combination of roadway and transit capital improvements, improved land -use planning, and trip reduction and travel demand management programs. In developing the draft CMP, the Santa Clara County CMA has chosen to follow the intent and spirit of the CMP legislation —that is, to develop a comprehensive program that will reduce traffic congestion and improve land -use decision making and air quality —rather than follow a strict constructionalist approach to the sometimes quirky legislation. Santa Clara County's Congestion Management Agency has chosen to define its CMP in terms of nine elements to structure the program in the most logical framework. Each element corresponds to a chapter of the CMP. These elements are linked together in many ways. These nine elements --and their relationship to each other --are briefly outlined below: (1) System Definition Element - System definition consists of specifying which roadways will be part of the designated CMP Roadway System. This element is linked to other elements in the CMP because roadways included in the CMP Roadway System will be monitored for conformance with the CMP level -of -service standards. Additionally, improvements on CMP System facilities will be included for funding in the Capital Improvement Program Element. (The CMP legislation does not require that a "transit system" be defined as part of the CMP System; however, because of the importance of transit in solving transportation problems in Santa Clara County, a CMP Transit System is defined in the Transit Standards Element). Santa Clara County DRAFT CMP August 21, 1991 CMP Executive Summary (2) Traffic Level -of -Service Standard Element - The traffic level -of -service element contains the adopted level -of -service standards for the CMP Roadway System and describes the adopted methodologies for evaluating LOS. The LOS standard is important because CMP Roadway facilities must operate within the CMA-adopted standard. In addition, Member Agencies must monitor LOS using the CMA-adopted methodologies. (3) Transit Standards Element - The Transit Standards Element describes the CMP Transit System as well as transit services, standards, and facilities for the county. The Transit Standards Element is important because it allows future improvements to transit facilities and services to be integrated into the County's overall transit plan rather than approaching them on a piecemeal basis. These improvements may be done in the future as part of the Transportation Demand Management and Trip Reduction Element, the Land -Use Impact Analysis Element, or the Deficiency Plan Element. (4) Transportation Demand Management and Trip Reduction Element - This element describes the strategies designed to improve the overall level -of -service on the CMP System by reducing vehicle trips. These strategies include the elimination of trips, shifting of travel modes, or grouping of trips. This element is fundamental to the success of the CMP because in the short run, effective transportation demand management (TDM) programs have the highest potential for improving transportation conditions and air quality. Furthermore, a strong TDM program will be required for conformance with the California Clean Air Act. (5) County -wide Transportation Model and Database Element - This element contains a description of the county -wide transportation model required by the CMP legislation. The model and its database will be used to evaluate the transportation impacts of projects on the CMP Roadway System. Santa Clara County DRAFT CMP 5 6 CMP Executive Summary August 21, 1991 (6) Land -Use Impact Analysis Program Element - This element describes the procedures that will be used to analyze the transportation impacts of land -use decisions. In the Base Year, a relatively simple program will be used. In future years, a more comprehensive program could be developed. The Land -Use Impact Analysis Program Element is the most significant element in the CMP, as it links local land -use decisions with regional transportation and air quality impact analysis. (7) Capital Improvement Program Element - The Capital Improvement Program (CIP) consists of a prioritized list of transportation facility improvements that is submitted to the MTC for inclusion in the Regional Transportation Improvement Program (RTIP) and the State Transportation Improvement Plan (STIP). Projects included in the CIP will be designed to help maintain and improve CMP LOS and transit standards, and meet the future transportation needs that are identified in the Land -Use Impact Analysis Element. (8) Annual Monitoring and Conformance Element - The CMP legislation requires the CMA to monitor local jurisdictions for conformance with all elements of the CMP on an annual basis. The Monitoring and Conformance Element describes the monitoring process that will be used in Santa Clara County. The monitoring process is important because if local jurisdictions do not conform with the requirements of the CMP, they may lose new gas tax subventions. (9) Deficiency Plan Element - Deficiency Plans are required for all CMP System facilities that do not operate within the adopted LOS standards. The Deficiency Plan Element describes the process for preparation and approval of Deficiency Plans. Deficiency Plans are prepared by Member Agencies and approved by the CMA. If a CMP System facility in any jurisdiction is operating below the CMP LOS standard without an approved Deficiency Plan, the Member Agency may lose its new gas tax subventions. Santa Clara County DRAFT CMP August 21, 1991 CMP Executive Summary To meet the requirements of the legislation, Santa Clara County's CMP was developed to conform to the Regional Transportation Plan. In addition, the CMP conforms to the transportation -related provisions of the federal and California Clean Air Acts.2 However, the CMP may require modification in future years to further assist in the implementation of the regional Clean Air Plan. SUMMARY OF THE CONGESTION MANAGEMENT PROGRAM The fundamental purpose of the CMP is to reduce congestion through a combination of roadway and transit capital improvements, improved land -use planning. and trip reduction and travel demand management programs, The CMP legislation requires that the transportation impacts of local land -use decisions on regional facilitiesbe analyzed before land -use decisions are made, To analyze these impacts in a uniform manner. the CMA has developed a Transportation Impact Analysis Methodology that provides Member Agencies with methodologies for performing transportation impact analyses as well as determining which CMP facilities must be included in the analysis, The CMP includes standards, such as Levels -of -Service (LOS) and Transit Standards, that are to be used to measure transportation conditions on the CMP System, In .addition to standards, the CMP includes a series of required programs. These requirements will be used to help attain the CMP standards. Required programs include a Capital Improvement Program. a county -wide Transportation Demand Management Program. and a Land -Use Impact Analysis Program. The CMP would not be very valuable if it could not measure its effectiveness at improving transportation conditions within Santa Clara County and air quality within the Bay Area Region. _ Therefore. the CMP includes a Monitoring and Conformance Program. The Santa Clara County CMA has delegated responsibility for monitoring standards and requirements to Member Agencies, which will Submit this monitoring data to the CMA on an annual basis. Once the Member Agency has submitted monitoring data to the CMA. the CMA will review the data to ensure that the local jurisdiction is in conformance with the CMP. If local jurisdictions fail to meet CMP standards or implement CMP requirements, they risk forfeiting gas tax subventions from the state. 2 Refer to the May 1991 issues paper prepared by CMA staff titled: The Relationship Between the California Air Quality Act of 1988 and Congestion Management Program lislation. Santa Clara County DRAFT CMP 7 CMP Executive Summary August 21, 1991 However, a Member Agency may not be able to meet certain CMP standards or requirements for valid reasons. For example, it may be impossible to widen a roadway to meet the LOS standard he_catl _r ht-of--way is iinavailahh. The legislation provides for these types of situations through preparation of Deficiency Plans. Deficiency Plans can be developed for facilities that are not operating within the adopted traffic LOS standard. Deficiency Plans are developed by Member Agencies and approved or disapproved by the CMA. Deficiency Plans include a set of improvements to the CMP facility that both improves LOS on the overall CMP System and causes a significant improvement in air quality. Deficiency Plans would consist of a menu of actions that would be implemented as a condition for approval of land -use development projects that affect the deficient facility. Some exampl- • these actions include: encouraging transit use. making TDM programs more effective, and promoting mixed -use development and development around major transit li_pes, CMP System facilities that have a CMA-approved Deficiency Plan may operate below the traffic LOS standard as long as the Deficiency being implemented. The Base Year Land -Use Impact Analysis Program that is required by the legislation is referred to as the "Stage One" Land -Use Impact Analysis Program in the draft CMP. Basic implementation of the legislation leads to the development of a relatively reactive land -use program. There are certain disadvantages inherent in this approach. In terms of the local land -use approval process. once traffic levels on the CMP System reach the adopted standard. any future land -use approvals that impact the CMP System will jeopardize local conformance with the CMP. To address the potentially restrictive aspect of the CMP legislation, the CMA will pursue a two-part strategy, First. the CMA will explore a more- proactive land -use planning process that attempts to integrate local jurisdictions' land use lans (e g. General Plans and Specific Plans) with transportation facility and service investment decisions. The purpose of this approach would be to integrate land -use and transportation facility plans so that they work together to reduce traffic congestion and improve air quality. For example_ land -use plans could be modified to include more mixed - use development, new rail transit. or chances in zoning around rail transit lines to encourage development neaUhe transit lines. Second. the CMA will encourage development and implementation of Deficiency Plans in advance of actual violations of CMP traffic LOS standards. Implementation of Deficiency Plans prior to LOS violations would allow Member Agencies more re eve pment occurs grit in t co munitie4 8 Santa Clara County DRAFT CMP Aviwe August 21, 1991 CMP Executive Summary This description_ provides a very basic overview of the Santa Clara County Gong stion Management Program. Each element is described in greater detail in the draft text. Table E-1 outlines the major responsibilities of Member Agencies in complying with the Congestion Management Program. THE DEVELOPMENT PROCESS FOR THE DRAFT CONGESTION MANAGEMENT PROGRAM This draft CMP has been developed over the past nine months through a collaborative effort among Santa Clara County and its cities, with occasional guidance from state and regional agencies. The policies contained in this document were initially developed through the technical and policy subcommittees of the TAC. These subcommittees provided recommendations to the full TAC, which reviewed the recommendations, and then adopted them and forwarded them to the CMA Governing Board. The CMA Governing Board is responsible for making policy decisions and for approving the draft and final CMPs. To facilitate the CMP process, some policy positions have already been adopted for preliminary approval by the CMA Board, with the understanding that these positions would not become final until the CMP is adopted in its entirety.3 Where the CMA Board has taken preliminary action, it will be noted in the text. Santa Clara County's CMP is based on an incremental strategy that gives Member Agencies the chance to get started on a relatively simple program and then build upon it in future years. Since the legislation requires CMPs to be updated annually, additional program requirements can easily be added on a yearly basis. The CMA intends to maintain the TAC and subcommittee structure in future years. Having technical staff from Member Agencies provide guidance in the actual preparation of the CMP was invaluable and contributed to the program's comprehensive outlook. Moreover, since most elements of the CMP are designed to be implemented locally by Member Agencies, local input throughout the policy development process is crucial to the success of the Congestion Management Program. 3 It should be noted that the CMP presented in this document is not final. Final decisions will be made after a compete analysis of the potential environmental impacts of the CMP decisions. The environmental analysis will be completed before final approval of the CMP is required (October 31, 1991). Santa Clara County DRAFT CMP 9 CMP Executive Summary August 21, 1991 It should be noted that in contrast to all other elements of the Congestion Management Program, for which considerable policy development has occurred, the Transit Standards and Capital Improvement Program Elements were written based on existing County policy and processes. CMA staff recommends that in the Base Year, the relevant policies and processes be adopted in their entirety for these elements of the CMP. In future years, the CMA, the Board of Supervisors, and the County Transportation Commission will determine a process for developing the Transit Standards and Capital Improvement Program Elements that fulfills the requirements of the CMP legislation and provides for the most efficient use of government resources. DOCUMENT STRUCTURE & ORGANIZATION This draft Congestion Management Program was designed for policymakers and the public. As such, it is intended to be as readable and non -technical as possible. The purpose of the document is to give the reader a comprehensive knowledge of the elements and goals of the Congestion Management Program, as well as to provide a framework for understanding where we stand in the congestion management process: that is, to highlight which policy decisions have already been made, and which remain to be made before the final CMP is adopted in October. The term "Base Year" is used throughout the document to indicate that the program's policy development and guidelines are still in the formative stages. The Base Year, which began upon creation of the CMA, will end in October, when the first Congestion Management Program is adopted. In future years, CMPs will focus on implementation, monitoring, and program refinement. In order to provide as detailed and comprehensive a description of the program elements as possible, in some areas, staff have written policy or implementation measures that have not been adopted by either the TAC or the CMA Board. Italics have been used in the text to indicate these areas. These italics will be superseded by regular text in future iterations as these areas are developed and adopted. The draft CMP is organized into nine chapters. Each chapter describes one element of the CMP. A glossary and exhibits are included at the back of this document. In addition, the CMA has developed a significant number of technical appendices in preparing the draft CMP. A listing of the CMA's technical documentation is included with the Table of Contents. A copy of these technical appendices will be provided to each Board Member and Member Agency. Additional copies are available upon request from the Congestion Management Agency. 10 Santa Clara County DRAFT CMP TABLE E-1 CONGESTION MANAGEMENT PROGRAM Member Agencies' Responsibilities The Congestion Management Program is a complex document. This section is designed to outline the major responsibilities of Member Agencies in complying with the CMP. To comply with the Santa Clara County Congestion Management Program, Member Agencies must: Level -of -Service Standards • Evaluate traffic LOS on CMP System facilities annually using the CMA-adopted traffic LOS methodology and annual traffic counts taken by the responsible Member Agency. • Ensure that their transportation impact analysis computer model is consistent with the CMA County -wide Transportation Model. Transportation Demand Management Program • Enact the CMA-recommended TDM ordinance, and implement a TDM program. • Submit an annual statement certifying that the TDM ordinance and program are being implemented. • Submit an annual report on the effectiveness of the TDM program (required in future years). Land -Use Impact Analysis Program • Prepare Transportation Impact Analyses for projects that are expected to generate 100 PM peak -hour trips using the CMA-adopted Transportation Impact Analysis Methodology, and submit Transportation Impact Analyses to the CMA within 30 days after the project's approval. • Submit an annual report on land -use decisions made during the past year using the CMA-adopted land -use information database format (forthcoming). • Submit an annual statement certifying that the Member Agency is following the CMP Land -Use Impact Analysis Program. Capital Improvement Program • Participate in the development of the CMA Capital Improvement Program Deficiency Plans • Prepare Deficiency Plans for facilities that violate CMP traffic LOS standards or are projected to violate LOS standards using the CMA Deficiency Plan Guidelines (forthcoming). • Report on the status of Deficiency Plan implementation on an annual basis (after Deficiency Plan adoption.) • Implement Deficiency Plans- as part of the normal project approval process for projects that are projected to impact facilities with Deficiency Plans (required after preparation of Deficiency Plan Guidelines). Transit Standards • The Santa Clara County Transportation Agency must submit an annual report to the CMA on transit standards and services on the CMP Transit System. September 3, 1991 Los Gatos, California UNIVERSITY AVE 761/COMPLETION NOTICE Motion by Mr. Blanton, seconded by Mr. Attaway, that Council authorize the Mayor to execute and the Town Clerk to record a Certificate of Acceptance and Notice of Completion for 761 University Avenue. Carried by a vote of 3 ayes. Mayor Ventura and Mrs. Benjamin absent. CONGESTION MANAGEMENT PLAN/SANTA CLARA COUNTY Motion by Mr. Blanton, seconded by Mr. Attaway, that Council endorse the draft Congestion Management Program as presented. Carried by a vote of 3 ayes. Mayor Ventura and Mrs. Benjamin absent. PARKING ZONE/CHERRY BLOSSOM LANE/BLOSSOM HILL ROAD Motion by Mr. Blanton, seconded by Mr. Attaway, that Council designate a 30 minute parking zone on the east side of Cherry Blossom Lane from the southern property line of the Blossom Hill School to 130 feet south of Blossom Hill Road from 8:00 a.m. to 3:00 p.m. Carried by a vote of 3 ayes. Mayor Ventura and Mrs. Benjamin absent. OPEN SPACE/AB72/CALIFORNIA HERITAGE LANDS BOND ACT OF 1992 Motion by Mr. Blanton, seconded by Mr. Attaway, that Council authorize Mayor to send letter to Assemblyman Dominic Cortese urging him to amend AB72 to include a matching fund of at least $200 million for local agency acquisition of open space. Carried by a vote of 3 ayes. Mayor Ventura and Mrs. Benjamin absent. COMMENDATION/PARKS DEPARTMENT/DAVE SASO/RESOLUTION 1991-192 Motion by Mr. Blanton, seconded by Mr. Attaway, that Council adopt Resolution 1991-192 entitled, RESOLUTION OF THE TOWN OF LOS GATOS COMMENDING DAVE SASO FOR 19 YEARS OF PUBLIC SERVICE TO THE TOWN OF LOS GATOS. Carried by a vote of 3 ayes. Mayor Ventura and Mrs. Benjamin absent. LIBRARY CONSTRUCTION/RENOVATION BOND ACT/RESOLUTION 1991-193 AMENDMENT OF TOWN'S APPLICATION Motion by Mr. Blanton, seconded by Mr. Attaway, that Council adopt Resolution 1991-193 entitled, RESOLUTION OF THE TOWN OF LOS GATOS AUTHORIZING AMENDMENT OF THE TOWN'S APPLICATION FOR LIBRARY CONSTRUCTION AND RENOVATION BOND ACT FUNDS, Carried by a vote of 3 ayes. Mayor Ventura and Mrs. Benjamin absent. ELECTED OFFICIALS/MEDICAL AND HOSPITAL CARE PROGRAM/PUBLIC EMPLOYEES' RESOLUTION 1991-194 Motion by Mr. Blanton, seconded by Mr. Attaway, that Council adopt Resolution 1991-194 entitled, RESOLUTION OF THE TOWN OF LOS GATOS ELECTING TO BE SUBJECT TO PUBLIC EMPLOYEES' MEDICAL AND HOSPITAL CARE ACT ONLY WITH RESPECT TO MEMBERS OF A SPECIFIC EMPLOYEE ORGANIZATION AND FIXING THE EMPLOYER'S CONTRIBUTION FOR EMPLOYEES AND THE EMPLOYER'S CONTRIBUTION FOR ANNUITANTS AT DIFFERENT AMOUNTS, Carried by a vote of 3 ayes. Mayor Ventura and Mrs. Benjamin absent. TC:D1:MM090391 2